NT 



4 



In course of preparation, the Fow*th Edition of 

INDIAN RAILWAYS, 

AS CONNECTED WITH THE POWER AND STABILITY OF THE BRITISH EMPIRE IN THE 
EAST, THE DEVELOPMENT OF ITS RESOURCES, AND THE 
CIVILIZATION OF ITS PEOPLE. 

BY AN OLD INDIAN POSTMASTER. 



" Allen's Indian Mail," August 
13ta, 1846. 

" In regard to the great line to 
connect the seat of government with 
the extreme north-west s the author's 
opinions are peculiar." 

The " Indian News, " February 
22nd, 1848. 

<c The best testimony of the sound- 
ness of the ' Old Postmaster's ' views 
is, that, in the settlement of Indian 
Railways, as far as it has recently 
taken place, not a few of his opinions 
have been followed by those in au- 
thority." 

"The Times," 19th November, 
1851. 

" The line (in Bengal) seems to 
have been adopted, which was origi- 
nally recommended by Mr. W. P. 
Andrew." 

The " Morning Chronicle," 
November 2Qth, 1851. 

" By recent accounts from India, 
we observe that the Howrah termi- 
nus, indicated by Mr. Andrew to 
save bridging the Hooghly, had been 
adopted." 

The "Observer," November 23rd, 
1851. Indian Hallways. 

" It is not a little remarkable, on 
reviewing the past and present posi- 
tion of Indian railways, to perceive 
that the views of a private individual 
have prevailed against, and finally 
overthrown, the plans of the Indian 
Railway Commission. 

" The Government and people of 
India are therefore indebted to the 
' Old Indian Postmaster,' who has 
thus saved them from prosecuting 
a design which would have led to 
disastrous and humiliating results." 



" The Economist," December 13th, 
1851. 

" We see with some satisfaction, 
that the views propounded as to 
forming railways in India, by Mr. W. 
P. Andrew, under the cognomen of 
an ' Old Indian Postmaster,' and 
which were long ago recommended 
in our journal, find favour in India, 
and are likely to be adopted." 

The " Britannia," December 13th, 
1851. 

" It is announced, we see, by the 
' Friend of India,' received by the 
last mail, ' That the Court of Direc- 
tors had decided for the adoption of 
the line proposed by Major Kennedy 
from the collieries to Rajmahal, and 
thence up the valley of the Ganges,' 
which is exactly the scheme origi- 
nally propounded and advocated l>y 
the 'Old Indian Postmaster, ' (Mr. 
W. P. Andrew) in 1846, some two or 
three years before Major Kennedy 
went to India, and to whom exclu- 
sively the merit is due of having 
pointed out the erroneous views of 
the East Indian Railway Company, 
and adopted by the India Govern- 
ment Railway Commission. Had the 
authorities acted upon Mr. Andrew's 
views, a large and useless expendi- 
ture of time and money would have 
been saved ; and it is admitted on 
all hands that this gentleman 'has 
saved railway enterprise in India from 
a great and lamentable failure.' " 

The 11 Morning' Herald," Sep- 
tember Ut'h, 1852. 
"Mr. Andrew is well known as 
the author of a valuable work pub- 
lished some years since by Mr. Pel- 
ham Richardson, under the nom de 
guerre of an * Old Indian Post- 
master,' by which public and official 
notice was mainly, if not first, di- 
rected to the great subject of railway 
communications in India." 



In the Press. — Second Edition, greatly enlarged, 

THE SCINDE RAILWAY 

AND ITS RELATIONS TO 

THE EUPHRATES VALLEY, 

AND 

OTHER ROUTES TO INDIA. 

WITH ILLUSTRATIVE MAPS, STATISTICAL TABLES, ETC. 
FROM OFFICIAL SOURCES. 

By W. P. ANDREW, F.K.G.S., 

CHAIRMAN OF THE SCINDE RAILWAY AND EUPHRATES VALLEY RAILWAY COMPANIES, 

Author oj '" Indian Railways and their probable Results, by an Old Indian Postmaster '," 
"Railways in Bengal," " Is India to have Railways?" "Memoir on the 
Euphrates Valley Route to India," #c. 



"Heretofore, and until very recently, every recruit that joined his corps from 
England — every invalid that was sent back shattered to his home, was obliged to travel 
the long, slow, weary track to Calcutta, however distant the station at which he was 
placed. Within the last two years, the establishment of steam communication 
regularly on the Indus has enabled the Government greatly to lessen the evil. This 
dispatch of recruits by Bombay to Kurrachee for that large portion of the Bengal 
army that is stationed to the westward of the Jumna, and the conveyance of the 
invalids of the same portion of the army from Ferozepore to the sea, have been a 
vast improvement." — Minute by the Governor- General of India, 1853. 

" In the meantime the channel of the Indus is becoming the great highway between 
Europe and the North-western provinces of our possessions. Troops arrive and depart 
from England by that route. Recruits are sent out, and invalids sent home, each year 
by its stream ; thus avoiding the long and weary march which must otherwise be made 
by Calcutta. Great quantities of heavy stores follow the same course, and passen- 
gers in large numbers now by preference seek by it a point of departure at Bombay." 
— Minute by the Marquis of Dalliousie, 28th Feb., 1856, reviewing his administration 
in India. 

" Indeed these two essentials, viz., the Railroad and the Steamers, may be said witli 
truth to be the crying wants of the Punjaub in the Department of Public Works. 

" These provided, the commerce and produce of these territories will be turned to 
their due course, viz., the Indus and its feeders and to their natural outlet, viz., the Port 
of Kurrrachee. 

" For the Railroad, the face of the Doab offers an unusual equality of surface. 

" If carried out, they (the railway and steamers) would effect more for the develop- 
ment of the resources of these territories than any other work, or number of works, 
that could be devised." — The Chief Commissioner of the Punjaub to the Government 
of India, 1855. 

" Our taking up a formidable position at Candahar will go far to deter even specu- 
lation on the chances of invasion. 

'' The cost of the plan offered for consideration, and the drain on the already encum- 
bered resources of India, deserve reflection. Yet present expenditure is often real 
economy, of which the war we are now waging is a notable example. It seems to 
be a national vice to prefer the most lavish outlay in prospect to present moderate 
disbursement. Whatever tends to avert an attempt to wrest India from our hands, 
and prevent the enormous consequent expenditure, is economy." 

" Russia may be said to have already announced that she is even now preparing for 
her next encounter with Great Britain. Her railways have no other end than to 
transport troops. She found that in the iast struggle her weakness lay in the 
impossibility of collecting her forces at the proper moment on the distant points of 
her empire. This weakness she has intimated shall disappear. But we, too, will not 
remain idle. Our railways in India will advance as well as those of Russia. Estab- 
lished and prepared in Candahar, with a railway running the whole length of the left 
bank of the Indus, we may await any attempt in calmness. The Russian grenadier 
now knows his inferiority to the English soldier. The Cossack will find a match in 
the Hindoostanee horseman." — Sir Justin. Shed. 



RUSSIA AND PERSIA. 



" The greatest activity prevails along the banks of the Caspian Sea. Transports 
and steamers are incessantly conveying troops or stores between Astracan, Schon- 
drakow, Bakinks and Astrabad ; the steamers generally convey troops, as, for in- 
stance, the Taski and the Cuba lately conveyed 300 men to Schondrakow; while 
the transports convey materiel and provisions. Prince Bariatinski lately repaired 
to Tiflis, the seat of his government, from Astrachan to Fort Petrowski by water, 
and on this occasion inspected all the fortified places along the coast. Attached to 
his head-quarters and staff there is a special division entitled the " Du-jour Service 
of Marine," consisting of a vice-admiral and several naval officers, and having under 
its concentrated command the flotilla in the Caspian Sea, the cruisers on the east 
coast of the Black Sea, and the rowboat flotilla of the Cossacks of the Sea of Azoff. 
It must also not be lost sight of, that not long back there was a Governor-general 
appointed to Kutais, also under the supreme command of Bariatinski, who has like- 
wise under him Chruleff's army of observation on the Turkish Caucasian frontier 
and the troops occupying the Caucasus under Bebutoff. This extended and, at the 
same time, concentrated command, vested in the hands of Prince Bariatinski, points 
very distinctly to preparations being made with reference to the present critical 
state of matters in and connected with Persia." — Berlin Correspondent, " Times" 
3rd Dec. 1856. 

"While England, with much noise and ostentation, prepares an expedition against 
Persia, Russia, unostentatiously and noiselessly, is getting ready to come to the 
succour of the Shah. The Orenburg corps d'armee has been considerably rein- 
forced. It is commanded by Aide-de-Camp-General Peroffski. The outposts of 
this corps extend to the very limits of the country of Turan, upon the rivers Oxus 
and Jaxartes ; and the military flotilla of the Lake of Aral, placed under the orders 
of the same general, is brought by the above-mentioned rivers to the frontiers of 
India. On another side, great activity reigns upon the Caspian Sea and in the 
army of the Caucasus. Transport vessels, having troops and war materiel on 
board, pass incessantly between Astrakhan and the port of Bakou, situated in the 
province of Shirvan, bordering on the Caspian Sea, belonging to Russia, and at 
the frontier of Persia. The new Lieutenant-General of the Caucasian provinces, 
Prince Bariatinski, has received fuller powers than his predecessors. He has 
lately inspected, on its way to its destination, the flotilla of the Caspian Sea. which 
has been considerably increased and partly left at his disposal. This flotilla can 
easily take troops on board either of the corps of Orenburg or the army of the 
Caucasus, and take them to the relief of Persia, disembarking either at Astrabad 
or upon the neighbouring coast of Teheran. The corps which forms part of the 
army of the Caucasus, cantoned at Shirvan and Erivan, and commanded by 
General Khruleff, who distinguished himself in the Eastern war, can also succour 
Persia by land as well as by sea. Meanwhile the Russian Government neglects 
nothing in replacing the war materiel consumed during the late war, and continues 
to refill the exhausted magazines." — The Warsaw journal, the " Czas" of the 
oQth November. 



MEMOIR 

ON THE 

EUPHRATES VALLEY ROUTE 

TO INDIA. 




I 



MEMOIR 



EUPHRATES Y ALLEY ROUTE 

TO INDIA; 

WITH OFFICIAL CORRESPONDENCE 

Pis. 



BY 

W. P. ANDREW, F.R.G.S., 

CHAIRMAN OF THE SCINDE RAILWAY, THE EUPHRATES VALLEY RAILWAY, AND THE 
EUROPEAN AND INDIAN JUNCTION TELEGRAPH COMPANIES. 

Author of " Indian Railways and their Probable Results, by an Old Indian 
Postmaster ;" " Railways in Bengal ;" " The Scinde Railway, and its 
Relations to the Euphrates Valley and other Routes to India, 1 '' Sfc. 



" It is a solecism of power to think to command the end, and yet not to endure the means."— 
•\>t**V ^ Co i " Racon's Essays of Empire. 

oof 

¥m. H. ALLEN & CO., 7, LEADENHALL STREET. 

1857. . 
1 



LONDON : 

LEWIS AND SON. PK1NTEBS, 21, FINCH LANE, COBNHILL. 



TO 

THE SIGHT HCMOUKABLE 

f k §nl si €hwMn, 

4'c, Sfc, Sfc. 

THIS VOLUME 
IS RESPECTFULLY DEDICATED. 



PREFACE, 



The substance of the following pages was originally cir- 
culated in the form of a memorandum. After having 
been somewhat extended, it was published with other 
papers in a volume entitled " The Scinde Railway and 
its Relations to the Euphrates Valley and other Routes 
to India." 

More detailed information is now afforded, as it is 
believed to be essential, not only to the vital interests 
of this country in the East, and the well-being of 
Turkey, but to the peace and progress of the world, 
to establish, with as little delay as possible, steam and 
telegraphic communication, via the Euphrates, between 
England and India. 

The countries on the route to be traversed are the 
most ancient and most interesting in the world. The 
greatest and most glorious nations of antiquity arose, 
nourished and were overthrown on the vast and fertile 
plains of the Euphrates and Tigris — the theatre of 
great events, shrouded in the dust of ages, or dimly 
discerned through the long vista of many centuries. 

But this volume addresses itself to the present and 
the future, and not to the past, to indicate to the 



Vlll 



statesman the political power, to the philanthropist the 
enlightenment, and to the merchant the profit, that 
would of necessity accrue from re-establishing this high- 
way of forgotten empires and ancient commerce. 

" All scholars, and nearly all mankind, must be inte- 
rested in the development of the Euphratean territories. 
All the Scriptural commentators place the garden of 
Eden somewhere on the Euphrates. The second cradle 
of the human family was upon that river, or its tributary, 
the Tigris. The first city of the new earth was built 
upon its banks. The tower of pride, erected by the 
post-diluvian population, cast a shadow over its waters. 
It intersected the great capital of the Chaldean empire. 
With Babylon, the names of Nebuchadnezzar and Bal- 
shazzar — of Daniel and Darius, of Cyrus and Alexander, 
are for ever associated. The grand prophet of the cap- 
tivity, and the energetic Apostle of the new era, had 
their dwelling for a season within its walls. Ere even a 
brick was made upon the Nile, Nineveh and Babylon 
must have had busy populations. Twice in the world's 
history mankind commenced the race of civilisation on 
the Mesopotamian rivers. Twice they diverged from 
their banks to the east, the west, and the north. Arts 
and sciences made their early and weak steps upon their 
shores. Very early in history we know that Babylon 
was a great manufacturing city, famed for the costly 



ix 

fabric of its looms. At a more recent date the Chaldean 
kings made it a gorgeous metropolis, the fairest and 
the richest then on earth.' ' 

"Alexander of Macedon made it the port of the Indian 
Ocean, and of the Persian Gulf. He proposed to render 
it the central metropolis of his empire." 

" Not only the cities or their ruins, and the traditions 
of Mesopotamia, are ultra-classical and interesting, but 
also the land is full of hidden riches. The now deserted 
plains were fields and gardens. The soil teemed with 
vegetation. The fruits of temperate and tropical climes 
grew there in luscious abundance. The arid sands need 
only again to be irrigated by the abounding waters 
pouring down, ever cold and plentiful, from Ararat, 
to become joyous with corn, and wine, and oil. It 
may even more affect our interests to know that many 
now wasted acres, save when in early spring they 
are sweet wildernesses of flowers, may be covered with 
cotton, and tend to the employment of the many- 
million ed spindles of our land. 

"Every- way, commercially, historically and politically, 
the Euphrates Valley route is a grand scheme, that must 
affect immediately the commerce, and, in some measure, 
the destinies of our race • and that depends not for suc- 
cess upon a through traffic, but holds within its own 
confines, the elements of a great prosperity." 



X 

A railway of 800 miles in length, from the Medi- 
terranean Sea to the Persian Gulf, would throw open 
the portals of the East to the commerce of the world, 
bringing in its train the arts, the sciences and civilisation 
of the West. The European and Indian systems of 
telegraph, united in one magic circle, would establish a 
real and practical bond of sympathy and identity of 
interests between this country and her most valuable 
and magnificent dependency — place in the hands of 
Government over 100,000,000 of our distant fellow 
subjects a power of supervision and control hitherto 
unknown, and give at the same time to the ship-owner 
and merchant a means of imparting and receiving infor- 
mation of inestimable value — to dissevered families a 
bond which will at once re-unite them — to the inhabi- 
tants of two empires widely apart a mode of intercom- 
munication which would enable them to meet, as it were, 
face to face. In a word, the telegraph between England 
and India will be at once the pledge and the instrument 
of good and vigorous Government, and of moral and 
material progress. 

To accomplish these things is the mission of England. 
She will promote thereby the freedom, the enlightenment 
and the peace of the world, and receive in return, by 
drawing closer to the centre of her power, the moral 
and material support of a subject empire. 



XI 



The quiet possession of British India would be secured. 
The advancing standards of the barbarian Colossus 
who would overshadow the world would recoil before 
those emblems of progress and power, the electric wire 
and the steam engine, and his ominous tread be restrained 
behind the icy barrier of the Caucasus.* 

* A letter from St. Petersburgh of November 15, published by the 
Havas Correspondence, says : — " In a report addressed to the military 
chancery by Prince Bariatzinsky, the commander-in-chief of the pro- 
vinces of the Caucasus, most favourable accounts are given of the 
fortified towns and establishments on the coast of the Caspian Sea. 
Immense quantities of military stores of all kinds have been, during 
the last few months, sent from Astrakan to Derbend by the Volga, 
and this immense materiel may be turned to account, when time 
shall serve, by the coiys d'armee, which, as it is thought, is destined 
to succour the Shah of Persia, our ally, in the probable case of his 
territory being invaded by an English expeditionary army. Kussia, 
whatever may happen, will not be taken by surprise in those distant 
countries. It is known that General Churlew, one of the most in- 
trepid defenders of Sebastopol, has been appointed by the Emperor 
commander of the corps d'armee, echeloned between Baka and Erivan, 
in the immediate neighbourhood of the Persian frontier. Many 
people at St. Petersburgh think that this fiery general, with all his 
forces, may very likely get to Herat before the English, who are 
expected to disembark at Bushir, shall be in line of battle. The 
opinion gains ground in military circles, that if the English Govern- 
ment should really carry its plan into execution, events will compel 
us to interfere with all the power which, thanks to the activity of our 
generals, we can dispose of in Asia. However, it will be scarcely 
possible for us to prevent the English from effecting a landing upon 
the tw T o principal islands of the Persian Gulf, nor from installing 
themselves in the town of Bushir. They will annex them to their 
possessions in India, in the same manner and under the same pre- 
texts as they did in the case of Aden, in the Red Sea." 



xii 

Having had occasion to communicate with several 
departments of the Government, with the~view to estab- 
lish, by steam and telegraph, a closer connection between 
the East and the West, I desire to express my grateful 
sense of the facilities which have been uniformly afforded 
me in obtaining information. 

My best acknowledgements are also due to many dis- 
tinguished persons for valuable advice and assistance, and 
more particularly to Major- General Chesney, Captain 
Lynch, C.B., I.N., and Mr. W. Ainsworth, the geologist 
and geographer. To the last-mentioned gentleman I am 
under especial obligation. 

I have also to thank Captains Charlewood, R.N., and 
C. D. Campbell, I.N., for practical suggestions on the 
navigation of the Euphrates by steam-vessels derived 
from personal knowledge of " the Great River." 

To Mr. Lynch, of Bagdad, and Mr. Kennedy, of 
Aleppo, I am greatly indebted for much valuable infor- 
mation connected with the trade and commerce of Syria 
and Mesopotamia. 



London: January, 1857, 



CONTENTS. 



Expected improvements from the introduction of steam in the East. — 
Political importance of connecting by railway Mediterranean and Persian 
Gulf. — Navigation of Euphrates. — Mr. John Laird. — Mr. Peacock's 
evidence. — Euphrates. — Tigris. — Herodotus. — Gibbon. — Dio. — Trajan. 
— Ammianus Marcellinus. — English merchants in time of Queen Ehza* 
beth. — Russia might follow Trajan and Julian. — Oxus and Caspian. — 
Steam on Euphrates would counteract designs of Russia. — Bagdad. — 
Trade of Persian Gulf with India three to one with that of Red Sea. — 
Major-General Chesney's evidence. — Four routes to East. — El Kaim on 
Euphrates. — Arabs at Anna. — A raft. — Memorandum by Mr. Cartwright, 
Consul- General. — Boats at Hitt. — Felujah. — Bagdad. — Bussorah. — 
Bushire. — Euphrates navigable ; breadth of. — Korna. — Lemlun marshes. 
■ — Mesopotamia. — El Oos. — Whirlpool of Elias. — Anna. — GiaberandMa- 
latia. — Sultan's guns go by river to Bagdad. — Bir, Armenia andBabylon. — 
Herodotus. — Mercantile travellers : Rauwolf,Balbi, JohnJSTewberrie, Ralph 
Pitch, Sir Anthony Shirley, John Cartwright. — Dimensions of parabolio 
steam-boat. — Tigris.-— Mosul to Bagdad. — Euphrates is easiest route for 
Russia to threaten India by. — Achaltziek. — Murad-Soo. — Armenia and 
Kars. — Bussorah, Cape Jask, and the Indus. — Napoleon, Trajan, and 
Julian. — Turkey and Persia. — Euphrates. — Indus. — Alexander and 
Caliph Mohammed Bin Kassim. — Russia on Euphrates, and our troops 
on Indus. — Rapid communication of minor importance to paramount 
one of barrier against Russia. — Euphrates adapted to steam navigation. — 
Cleaveland. — Charlewoocl. — Fitjzames. — Estcourt. — Ainsworth.— Camp- 
bell. — Results of exploration of Euphrates. — Tigris, Bamisheer and 
Karoon, Dizful, and Hie. — East India Company and navigation of rivers 
of Mesopotamia. — Captain Lynch and Lieut. C. D. Campbell. — Steamers 
Nitocris and Mmrocl. — Mehemet AH. — Lieut. Selby. — Susiana. — The 
course of Euloeus Choaspes, &c. — Captain C. D. Campbell. — Captain 
Charlewood. — Breathing time. — Neutralization of Caspian. — Frontiers 
of Russia in Central Asia ? — Sir J. Mc Donald and Eldred Pottinger's 
routes to India. — Harlan's march. — Burnes, Abbot, Mouravieff, Orloff, 
&c. — Mc Niel, Chesney, &c. — Dost Mahomed, Brunow, and Hobhouse. — 
The Oxus and. Afghanistan. — Euxine and Caspian. —Alexander Mcolaie- 
vitsch, his pomp and policy. — Effect of late war. — Ottoman Empire. — 
Asiatic Turkey and Persia.— Tinis, the road to Herat and Teheran. — 
Central Asia and Caspian Sea. — France and Austria. — Abdul Medjid and 
Czar Alexander. — Indus and Terek. — Petermann's Siberia. — Expedition 
for surveying and sounding Caspian. — Grand Duke Constantine. — 
Russian trade with Central Asia, &c. — Sir Justin Sheil on a position at 
Candahar. — Effect of Railways in India. — Cossack and Hindostanee 
horseman. — Red Sea route. — Euphrates route, a political necessity. — 
Shortest to Australia. — Empress Elizabeth Railroad. — Railway to 
Constantinople via Paris, "Vienna and Belgrade. — Salonica. — Coloniza- 
tion in Hungary. — Prince Metternich— England to India by different 

b 



xiv 



CONTENTS. 



routes. — Mount Cassius. — Beilan range and Mount S. Symeoru — 
Bonaparte in 1811 at Toulon and M. Gerniaine at Antioch. — Bay of 
Antioch. — Suediah. — Orontes. — Posidium of Soldini. — English fac- 
tory. — Godfrey de Bouillon and Tancred. — Grates of Asia. — Pro- 
ducts and trade. — Crusaders. — Alexander and Darius. — Aurelian 
and Zenobia. — European settlers. — Beyrout and Alexandria. — Climate 
and people of Suediah. — Antioch. — Aleppo. — Ja'ber Castle. — The 
Euphrates. — Bagdad. — Trade with Persia, India, Turkey, Arabia, 
Europe, Egypt, &c. — Bushire,Erzerouin andTrebizond. — Tiflis, Persia and 
Russia. — Indus. — Traffic ret urns. — Bussorah. — ScindeRailway. — New era 
for Turkey. — Mesopotamia. — Mehemed Redschid, Pasha of Bagdad. — His 
success as a ruler. — Connection of Bagdad with Bussorah by steam transit. 
— Population of Bagdad. — Arabs, fixed and nomade. — Pilgrims, commer- 
cial and religious. — Persians. — Climate of Bagdad. — Diabekir and 
Mossul. — Kurnah and Shut-el- Arab. — Bussorah. — Favourable opinion 
in East of route. — Dr. J. B. Thompson. — Result of war in East. — 
Asia Minor. — The Taurus. — Syria and Mesopotamia. — Revival of nations 
of antiquity and re-union of mankind. — Lessep's canal. — Allen's canal. — 
Camels. — Revival of commerce. — Emigrants. — The Pallacopas navi- 
gated by Alexander. — Babylonia and Chaldea. — Products. — Fertile 
plains now waste. — Ruins of cities. — Babylon main link between East 
and West. — Layard's account of Babylon.- — Repair of canals by Alex- 
ander. — Layard's opinion of Arabs. — Triumph of civilization over 
barbarism. — Lessep's letter to Lord Stratford. — Object proposed by 
Lessep attained by Euphrates Railway. — Shortest route to India. — 
England and France. — Preservation of Ottoman Empire. — The Mus- 
covite. — The Sultan. — Mediterranean and Black Sea. — Mediter- 
ranean and Persian Gulf. — Germany and Danube. — The Czar and 
civilisation. — Prospect of Eastern trade. — Louis Napoleon. — New 
sources of wealth. — Ignorance and superstition. — Knowledge and 
religion. — - Sir Justin Sheil. — Calais to Kurrachee. — Kurnah and 
Seleucia. — Commercial harbours of East and "West, — Australian traffic. — 
Isthmus of Panama. — Journey from London to Kurrachee. — Trieste. — 
Adriatic. — Mediterranean. — Ionian Islands. — Candia, Rhodes and 
Cyprus. — Mount Cassius. — Bay of Antioch. — Antioch. — Pontisfer of the 
Crusaders. — Plain of Dan' ah. — Aleppo. — Balis. — " Great River." — J a'ber 
Castle. — Thapsaous. — Plain of Siffin. — Ruins of Palmyrean town. — 
Persian castle. — Mud forts and villages. — Dair. — Habor of the Cap- 
tivity. — Carchemish. — Zaita, Mayarthin and Rahabah. — Town and 
citadel of Saladin. — Ruins of Werdi and Al-Kaym. — Anna. — Arab 
villages. — Islands. — Hit and its bitumen fountains. — Plains of Babylon 
and Bagdad. — Babylonia and Chaldea. — Bagdad, Kurnah and Bussorah. 
— Shut-el- Arab. — Persian Gulf. — An Oriental Adriatic. — Telegraphic 
communication with India. — Arabs not wantonly destructive. — Seden- 
tary tribes of Euphrates. — Telegraph, importance of. — Relationship 
between Porte and Western Powers. — Russia counteracted. — O'Shaugh- 
nessy and Indian telegraphs. — Movements of Russia. — Sir Justin Sheil 
and Eastern policy. — Strength of Russia in the Caspian Sea.— Khiva. — 
Steamers on the Aral and the Oxus. — Khoolloom and Koondooz. — 
North Western India. — Afghanistan. — Jonas Hanway. — Candahar 
might be the Sebastopol of India. — Russian railways. — Indian 
railways. — Cossack and Hindostanee horseman. — Russian steamers. — 
The Don and the Volga. — Junction by canals of the Caspian, the Euxine 
and the Baltic. — Superiority of nations based upon mechanical force. — 
Mutual dependence of our Eastern and Western Empires, 



CONTENTS. 



XV 



APPENDIX. 



Pace. 

Prospectus of the Euphrates Valley Railway Company . . . 175 
Letter from W. P. Andrew, Esq., to His Excellency Yiscount Stratford 

de Eedcliffe, G-.C.B., dated 28th Feb., 1856 .... 186 

„ from Major-General Chesney, E.A., &c, &c, to the Eight Honour- 
able the Earl of Clarendon, KG., dated 5th March, 1856 . . 189 

„ from W. P. Andrew, Esq., and Major-General Chesney, to His 

Excellency M. Musurus, dated 12th March, 1856 . . .192 

„ from W. P. Andrew, Esq., Chairman of the Euphrates Valley 
Railway Company, to the Chairman, Deputy Chairman and Court 
of Directors of the Honourable East India Company, dated 17th 
March, 1856 . . . • 194 

„ from the Eight Honourable the Earl of Shelburne to W. P. Andrew, 

Esq., dated August 19, 1856 196 

,, from W. P. Andrew, Esq., to the Eight Honourable the Earl of 

Shelburne, dated 26th August, 1856 197 

„ from W. P. Andrew, Esq., to Major-General Chesney, E.A., &c. 
&c , Commissioner for the Euphrates Valley Railway Company to 
the Sublime Porte, dated 28th August, 1856 . . . .200 

„ from W. P. Andrew, Esq., to Sir John Macneill, LL.D., F.E.S., 
&c, Engineer-in-Chief Euphrates Valley Railway Company, dated 
28th August, 1856 207 

„ fi*om E. Hammond, Esq., to W. P. Andrew, Esq., dated 29th Sep- 
tember, 1856 208 

„ from W. P. Andrew, Esq., to Ralph Osborne, Esq., M.P., dated 

25th November, 1856 209 

A French opinion as to the comparative political and commercial import- 
ance of the route by the Railway by the Euphrates, and that by 

the Suez Canal 210 

Prospectus of the European and Indian Junction Telegraph Company 

Limited 229 

Letter from W. P. Andrew, Esq., to Sir James C. Melvill, K.C.B., &c., 

&c, dated 17th June, 1856 234 | 

„ from W. P. Andrew, Esq., to the Right Honourable the Earl of 

Clarendon, K.G., &c, dated 23rd June, 1856 . . . .235 

„ from Sir James C. Melvill, K.C.B., to W. P. Andrew, Esq., dated 

10th July, 1856 236 

„ from W. P. Andrew, Esq., to Sir James C. Melvill, K.C.B., &c, 

dated 5th August, 1856 237 

„ from Wm. Ainsworth, Esq., F.G.S., and F.E.G.S., to W. P. 
Andrew, Esq., Chairman of the European and Indian Junction 
Telegraph Company, dated 13th August, 1856 .... 240 

,, from J. D. Dickenson, Esq., Deputy Secretary East India Com- 
pany, to W. P. Andrew, Esq., dated 12th September, 1856 . 245 

„ from W. P. Andrew, Esq., to James Wilson, Esq., M.P., dated 

1st October, 1856 . 246 

Extract from a Letter from E. Hammond, Esq., to W. P. Andrew, Esq., 

dated 26th October, 1856 248 

Letter from W. P. Andrew, Esq., to James Wilson, Esq., M.P., dated 

20th November, 1856 249 

Second Eeport of Scinde Eailway Company, dated 4th November, 1856 . 251 



xvi 



NOTE. 

The Chairman of the Euphrates Valley Railway Company has received through 
the Earl of Clarendon a telegraphic despatch, dated September 27th, to the effect 
that it is expected that the Sublime Porte will guarantee 6 per cent, on a capital 
of £8,000,000 for the railway from the Mediterranean Sea to the Persian Gulf, 
for 99 years, upon certain conditions. 

Having had through the courtesy of Lord Lyons, H.M's. Steam Ship Stromboli, 
Commander Burgess placed at their disposal, Major General Chesney, Sir John 
Macneill and the Engineering Staff" of the Euphrates Valley Railway Company, 
embarked at Constantinople cn the 27th Sept. for Syria, and having completed the 
preliminary survey of the first section of the proposed Railway, . and made a general 
examination of the country between the Mediterranean and the Euphrates, the 
General returned to Constantinople to conclude the negotiations for the firman, 
while Sir John Macneill arrived in this country, leaving a portion of the 
engineering staff to make detailed surveys. Sir John reports that there is every 
facility for making a harbour in the vicinity of the ancient port of Seleucia, near the 
mouth of the Orontes, and that the country, via Antioch, Killes and Ailam, to 
Aleppo, presents no engineering difficulty, and that the railway may be constructed 
for £8,000 per mile. By making a detour, a rich settled country, dotted over with 
towns and villages, is accommodated, and branch lines will be unnecessary. A large 
traffic is in existence. According to the tollbooks, at a bridge on the Orontes, 
more than 1,200 laden camels and horses passed per diem. The charge for the con- 
veyance of goods from Aleppo to Alexandretta was £8 per ton, but the usual rate 
is £3 15s. The price of oats at Aleppo in October, last was 18s. per quarter, and 
at Antioch, about forty miles' distance, 27s. per quarter. Besides being the most 
important portion of the railway, from the Mediterranean to the Persian Gulf, 
the link from Seleucia to Aleppo is in itself a complete work, having a port at 
one end and the chief emporium of Mesopotamia at the other, to which the traffic 
from India, Bagdad, &c, converges. That section of the line from the Medi- 
terranean, to the Euphrates will be longer than was anticipated, being by the route as 
recommended by General Chesney and Sir John Macneill, about 150 miles in length. 
The Directors have received applications for shares from Aleppo ; the applicants 
are of all denominations and creeds, and include the Pacha of Aleppo, other 
Turkish dignitaries, land-owners, and Armenian and Greek merchants. 

" General Chesney has returned from Syria, and will remain here until the firman 
for the Euphrates Valley Railway is granted. Sir John Macneill is on his way to 
England. He went on board the Stromboli, which was placed at the disposal of 
the party by Lord Lyons, to Syra, and went from there by the Austrian steamer to 
Trieste. 

" The expedition was a very successful one, and its results surpassed all expecta- 
tions. The first care was to find a convenient situation for a harbour : this was 
found about a mile to the south of the mouth of the Orontes, in a creek which re- 
ceives no streams, and is therefore not liable to get blocked up by deposits. With 
small expense this creek can be converted into a harbour as good as that of Kings- 
town. Four roads were tried from the sea to Aleppo, and at last a tolerably easy 
one was found. It follows, more or less, the Orontes, and the only expensive works 
anticipated are two small bridges across the Orontes, and a rather long cutting, 
where the line would leave the river. General Chesney did not expect that the 
railway, without great expense, could be brought nearer than eleven miles to Aleppo. 
The survey has diminished this distance to one mile ; from Aleppo to the Euphrates 
it is a gentle slope, which will cause no difficulty whatever. The results of the whole 
survey are so favourable, that it is expected the line to the Euphrates can be con- 
structed at about £6,000 per mile, which is a very low estimate. 

" Besides these proofs of the facilities of construction, the expedition has brought 
back proofs that the line will pay by local traffic alone. The price of a ton now is 
£6 from Aleppo to the sea. The railway will be able to transport it from 18s. to 
22s., which will bring down a great number of goods which are now lost for want 
of transport. 

•'As regards the Arabs, as far as the Euphrates at any rate, there is nothing to fear. 
On the contrary, the people are greatly in favour of the railway, and none of the 
prejudices which were anticipated exist in reality." — Constantinople Correspon- 
dent's Letter, " Times" 21st Nov., 185G. 



MEMOIR 

ON THE 

EUPHRATES VALLEY ROUTE TO INDIA. 

BY W. P. ANDREW, Esq. 

A leading journal recently remarked, that " Turkey has 
been many years the object of British solicitude. We have, 
with all the earnestness of a free people, fought the battle 
of the Ottoman empire as an independent State, criticising 
at the same time the many abuses of its internal economy. 
"We are now, from the nature of things, the true friends of 
the Sultan's authority. England alone of the four Powers 
which have busied themselves in Oriental affairs has no 
possession bordering on the Ottoman empire. She cannot 
be accused of wishing to wrest any province from its sway. 
Yet she is most deeply interested in the improvement and 
prosperity of these countries. Through them lies the high- 
way to India and Australia, and their future railways, 
telegraphs, and steam navigation will bring the most valua- 
ble possessions of the British crown into close connexion 
with the mother country." 

Of all the projects, political or commercial, relating to the 
East, which have been started since the peace, there is none 
fraught with more momentous consequences to the future of 
Turkey than the two kindred schemes for uniting the 
Mediterranean and Persian Gulf by a Railway and Electric 
Telegraph. Their importance to England and to India is 
now acknowledged; but to Turkey the consequences of 
executing two such schemes seem destined to be still more 
momentous. 

The energy and ability of Mehemet Ali did less for 
Egypt than the fact that, the introduction of steam naviga- 
tion rendered his country, once more one of the great high^ 

B 



ways between India and Europe. Egypt would, under any 
circumstances, have been naturally rich, and fertile ; but as 
the channel of transit to India and China, the peace and 
good government of Egypt become a matter of necessity to 
all mercantile Europe and America. 

A similar result must follow in the countries between the 
Mediterranean and Persian Gulf, by nature not less fertile 
than Egypt, but for ages so miserably governed as to have 
made them a burden rather than an element of strength to 
the Turkish empire. 

To develope the resources of such provinces as the 
Pachalicks of Aleppo and Bagdad, to introduce railways 
and European capital and enterprise, would of themselves 
confer a vast boon on the Turkish Government, by convert- 
ing a drain on its finances into an important source of revenue 
to its exchequer. 

But by making then a second highway to India and 
China, and to our Australian colonies, the projects we are 
speaking of will do much more. They will identify the 
interests of Europe and America with the peace and pros- 
perity of those provinces of Turkey, and will thus prove 
more effectual in bringing Turkey into her proper position 
as an important member of the great European family of 
nations, than could be effected by any amount of diplomacy, 
or' by any number of protocols. 

They will form a great additional safeguard to Turkey 
against any ambitious schemes, or grasping policy on the 
part of any one of her powerful neighbours or allies. Erom 
the date when the first mail or telegraphic message travels 
from the shores of the Mediterranean to the Persian Gulf, 
it will become impossible for any single nation to entertain 
any exclusive ideas of selfishly appropriating what will have 
become one of the great highways of the world. The days 
when any single consul could promote or retard intercourse 



s 



along the line will have passed away. Every thing which 
can materially affect the freedom and facility of transit, will 
have become of importance to the mercantile community of 
the whole civilized world ; and, as the rightful and natural 
guardian of such a trust, the Turkish empire will find the 
best guarantee for its independence in the self-interest of 
every one who is concerned in commerce, at New York 
as well as at Liverpool, Trieste, or Marseilles — at Shanghai 
and Calcutta, as much as at Bagdad or Constantinople. 

But it is not Turkey alone which will feel the beneficial 
results which are sure, sooner or later, to follow the execu- 
tion of such projects. Adjoining Turkey is a kingdom once 
as rich and nearly as powerful, but which through ages of 
misrule has become little better than a theatre for the dis- 
putes of diplomatists. Save as a means through which 
England can thwart Russia, or Russia irritate and threaten 
our Eastern Empire, the existence of Persia has almost ceased 
to be a matter of consideration with European nations. 

But this can no longer be the case where passenger 
steamers shall periodically traverse the Persian Gulf, and 
the electric cable be extended along its shores. The com- 
mercial intelligence and enterprise of Europe will then once 
more revisit its ancient haunts in the factories where Genoese 
and Venetians, Portuguese, Dutch, and English successively 
sought the custom of the " Grand Sophy of Persia," and his 
then wealthy subjects ; European civilization will then insen- 
sibly pervade the Persian Empire by the same influences 
which are already at work in the ancient kingdom of the 
Mamelukes ; and s as her interests become identified with 
ours, Persia will learn to take her place, as Turkey has already 
assumed hers, in the great federation of civilized nations. 

The present crisis of affairs in Persia shows how important 
such a state of things would be to the interests of India and 
of England. Utterly devoid of any substantial power, and 

b 2 



4 



secure in her remoteness, Persia ventures to put a slight on 
our ambassador, and attempts to purchase the support of 
Russia by disturbing our Affghan frontier. To bring this feeble 
and faithless power to her senses may require some palpable 
exhibition of our power in the shape of expensive expeditions, 
whose best result can only be an apology for an insult, or the 
retraction of an unfounded claim. No one can doubt for a mo- 
ment but that our differences with Persia might have been 
settled months ago had the Euphrates Valley Railway and 
Electric Telegraph been in operation. Persia would then have 
seen that we possessed the means of landing, at a few weeks' 
notice, upon her coast, a force as large as we sent to the 
Crimea, and the leading nations of Europe would have felt 
that they possessed an interest in putting an end to a mis- 
understanding which they now doubtless regard as affecting 
none of their number save England and Russia. It is the 
want of a speedy means of communication by the Euphrates 
Valley route which allows this very paltry dispute to be 
prolonged through months and years, and threatens our 
Indian exchequer with a burden in comparison with which all 
the possible expenditure on both railway and telegraph may 
prove a very trifle. 

" It is truly gratifying (says a recent and able writer) to 
find that the late war in the East promises, after all its 
miseries, to be followed by some good practical results. 
Turkey is no longer a country set apart from the rest of the 
civilized world ; she is admitted into the fraternity of nations. 
Her Christian population has been secured equality with the 
Mussulman. A great future lies before her ; and in no way 
can that future be so quickly made amenable, as by the open- 
ing of lines of communication to commerce, intercourse, and 
civilization — great thoroughfares which will bring the East 
and the West into contact, make India, China, and the 
populous regions of Central Asia almost a portion of the 



5 



European continent, and revive the great nations of antiquity 
from amid the ruins in which they lay slumbering in the 
glorious valleys of the Euphrates and the Tigris. 

" It is natural that when such a magnificent field of enter- 
prise, so long coveted and so long closed by the jealousies 
of Russia, should be at length opened, that there should be 
many schemes and projects advocated by different parties. 
France and Austria have both laid projects for opening a 
c ommunication between Europe and Central Asia,by Turkey 
in Europe and Turkey in Asia, before the sublime Porte. 

" In this country, ever since the first exploration of the 
valley of the Euphrates by General Chesney, the advantages 
of such a route to railway or steam communication has not 
ceased to press itself upon all thoughtful and intelligent 
minds. Indian railways, which were brought to the notice 
of Lord Fitzgerald, the President of the Board of Control in 
1842, seem, however, to have been the basis of legitimate 
projects of overland routes, as contradistinguished from mere 
visionary schemes. 

" The first edition of Mr. W. P. Andrew's work, " Indian 
Railways, as connected with the power and stability of the 
British empire in the East, the development of its resources 
and the civilization of its people, with an analysis of the pro- 
jects now claiming public confidence," appeared early in 
1846. This was the first great step, which finally led to the 
project of establishing a communication between the railways 
of India and those of Europe. The line of Rajmahal, and 
by the valley of the Ganges, in Bengal, which was originally 
recommended by Mr. Andrew, was, it is true, for a time 
suspended by the Mirzapore direct project of Mr. R. M. 
Stephenson ; but it, the Rajmahal line, was that which was 
ultimately adopted by the authorities, and Mr. R. M, 
Stephenson was ordered to carry it out. Mr. Andrew's 
energy was, however, only thrown thereby into a new and 



6 



more important channel, and he was enabled to carry out a 
favourite project of a Scinde railway, from whence has arisen 
the still more recent scheme of a connection between that 
railway, the valley of the Euphrates, and the Mediterranean. 

" Not that there were any want of projectors at home. A 
Mr. "William Pare, of the Seville Ironworks, in Dublin, 
elaborated a scheme of a Calais, Constantinople, and Cal- 
cutta Railway, in 1842, and this was afterwards, in 1845, 
prolonged to Pekin, under the designation of the "Atlas 
Railway. Mr. Alexander F. Campbell " proposed a railway 
from England to India " to the Honourable Board of Direc- 
tors of the East India Company, in letters and maps of 6th 
September, 1843; 25th March, 1845; 25th April, 1845; 
and in 1851 Mr. James Wyld published a map with the 
railways laid down as proposed by Mr. Campbell, viz., from 
Ostend, via Vienna, Belgrade, Constantinople, across Asia 
Minor to Aleppo, and along the valley of the Euphrates, 
skirting the seaboard of Persia and Boolockistan to Kurra- 
chee, and thence to Calcutta. In 1849 Mr. Wright advo- 
cated the opening of a railway line along the valley of the 
Euphrates, and his ideas were subsequently embodied in a 
small work, entitled " Christianity and Commerce, the 
natural results of the Geographical Progression of Rail- 
ways," by John Wright, Esq. 

" The late Dr. James Bowen Thomson, also published in 
1851 the project of a railway from London to Calcutta, and 
had his plans delineated in a sketch at the e Great Exhi- 
bition ;' " and was so strongly impressed with the greatness 
of the objects contemplated by General Chesney's mission, 
that he spent many years in the East collecting data ; and 
having obtained for the Euphrates route the favourable con- 
sideration of the Sublime Porte, her Majesty's Government, 
and the British Ambasador at Constantinople, died lately at 
that capital while pressing its adoption. 



7 



" Mr. E,. M. Stephenson has only recently made public 
a similar project to that of Messrs. Pare, Campbell, Wright, 
and Thompson, although it appears he submitted an outline 
of his views previously to influential persons in 1850." 

" In discussing schemes and projects of proposed railway 
communication, too much stress cannot be laid upon the im- 
portant scientific and practical fact, that there are two classes 
of schemers or projectors, of widely different stamp and 
character. One class of persons examine first the physical 
characters of the country, its aspect, contour, and capabilities, 
the minute details of its configuration and geological struc- 
ture, and then, availing themselves of the line of greatest 
facilities and greatest promise, come forward with a well 
digested plan, deserving as such both consideration and 
confidence. 

" Such, pre-eminently, in the countries in question, were 
the surveys made by the expedition under General Chesney. 
Such were the surveys made by General Macleod, and 
Colonel W. 1ST. Forbes, of the Pajmahal line, as advocated 
by W. P. Andrew, Esq., and as contradistinguished from 
the Calcutta and Mirzapore direct railway, projected by Mr. 
B,. M. Stephenson. 

" Such, also, were the surveys and explorations upon which 
were based the project of the Scinde Railway, the details of 
which will be found in a work recently put forth by W. P. 
Andrew, Esq., e The Scinde Railway, and its relations to 
the Euphrates Valley, and other routes to India. 5 Such 
also were the professional surveys carried across the narrow 
tract of country that intervenes between the Red Sea and the 
Mediterranean, with the view both to inter -maritime and to 
railway communication. And such also, on a scale less 
entitled to consideration, but still of some merit in their own 
way, in relation to the countries in question, were the surveys 
effected by Captain W. Allen, R.N., in connection with a 



8 



projected communication between the Mediterranean, the 
Dead Sea, and the Ked Sea ; the barometric levellings and 
geological sections of Taurus, Asia Minor, Kurdistan, &c, 
by Mr. W. Ainsworth, the geologist to the Euphrates expe- 
dition ; the details of a feasible line across Asia Minor, by 
the same geographer and geologist, laid before the British 
Association at its meeting at Belfast, in 1852, by General 
Chesney; and, lastly, of a similar description, were the 
barometric levellings and geognostic explorations, carried 
out by Ami Boue, between Belgrade and Constantinople, in 
1838 and 1839. [La Turquie de V Europe, fyc, 1840.) 

" There is another class of projectors and schemers, who 
take up a map, — often exceedingly inperfect in all that relates 
to the physical configuration of a country, and especially 
so in regions that have been so recently explored by com- 
petent observers, as Asia Minor, Taurus, and Kurdistan — 
glance at the course of rivers and the direction of chains of 
mountains, as rudely and too often conjecturally delineated, 
and then pouncing upon a spot where sometimes an acci- 
dental omission of shading would appear to indicate a plain, 
or valley, or opening, they carry a narrow bit of ribband 
boldly across the greater portion of the map, turn it down 
into the imaginary gap, rejoice at having safely reached an 
open and comparatively level country, and proclaim a line 
of railway from Constantinople to Bussorah ! 

" It is so much the more cruel to treat Asiatic Turkey in 
this supercilious manner, as although traversed by high 
mountain chains, or by far spreading uplands, or cut up by 
deep watercourses, and furrowed by wooded vales and rocky 
and precipitous glens, still it has its natural lines of route, its 
great providential gaps, which have hence been from time 
immemorial the great highways of nations. Such, for ex- 
ample, is the gap in Taurus, at the Kulak Boghaz or Silician 
Gates, through which Cyrus and Alexander alike led their 



9 



forces, and where in modern times an Ibrahim Pasha erected 
his defences. Such is the natural gap at Haji Hamsah, 
through the Kush Tagh or Bird Mountains, near Osmanjik 
on the Halys, from time immemorial the line of the great 
road from Constantinople to Armenia and Persia. There 
are gaps in rugged limestone chains in Asiatic Turkey so 
narrow, of such hard material, and so long used for traffic, 
that the horses hoofs haye worn a succession of deep holes. 
A remarkable instance of this kind presents itself at the pass 
of Armanus in Mount Belus, to the east of the Orontes, and 
between it and the district of Payah and Edlip. It is no 
vain imagination to believe that these horse steps have been 
followed by Macedonian and Crusader alike. It is well 
worthy of being treasured up as a valuable fact that in 
countries so circumstanced as Asia Minor, Syria, Palestine, 
and other regions around have long been, the traveller and 
the geographer will seldom be wrong in his search for avail- 
able routes, if he abides by those which have been in use 
from all antiquity. It is always the difficulties of the soil, or 
obstacles of some description or other, not seen at starting, 
and still less to be discovered by the examination of a map, 
that drive travellers for centuries across the same ferry, along 
the same ledge of rock, or through the same mountain 
opening. 

" To attempt, therefore, to establish a claim of priority upon 
the mere grounds of suggestion, unaccompanied by any local 
or topographical evidences, which can alone give to such a 
suggestion claims to consideration, is manifestly the height 
of absurdity ; if priority is to be determined by the mere fact 
of a hap-hazard suggestion, it would be in the power of any 
one to project a railway from Boulogne to Pekin, from New 
York to Patagonia, or from Algiers to the Cape of Good 
Hope, and for ever occupy the ground on the plea of priority. 
It is obvious that if there is any claim to precedence in the 



10 



matter at all, it lies with the person or persons who first 
establish the feasibility of a project, and not with those who 
merely devise or imagine such. Were it otherwise, the great 
poet of England might establish a claim to priority in the 
most comprehensive scheme of railway and electric telegraph 
communication that has been as yet propounded. 

' I'll put a girdle round the earth in forty minutes.' " 

As an example of hap-hazard suggestion, a certain pro- 
jector who having " manifestly looked upon the map, he 
has seen that there is a river Sakariah flowing down be- 
yond Ismid, from the interior to the Euxine, and he has 
opined that there must therefore be a valley opening from 
the lower country to the high central uplands of Asia Minor. 
It happens, however, unfortunately for this theory, that 
although the valley of Sakariah is readily enough reached by 
the great Constantinopolitan road from Ismid by Lake 
Sabanjah, that it is closed up to the southward by a long line 
of formidable precipices, and indeed throughout the whole 
distance that it has to force its way through the Ascanian 
Olympus. This is just one of those difficulties which are 
spurned by the genius which c would not consider a tunnel 
through Olympus a wonderful undertaking.' But what 
confidence would shareholders have in a projector who, at 
the very outset, like a Quixote anxious to wrestle with diffi- 
culties, grapples with the formidable passes of the Sangarius, 
when the ancient and comparatively open Constantinopolitan 
road to Boli lies in front of him. They would not trust their 
doubloons to the Bythinian hero, rival of he of La Mancha. 

" But, suppose the rugged limestone cliffs of the Olympus 
turned, tunnelled, or overcome, and the town of Lefkeh 
reached, there is southward of that place another range of 
precipitous limestone hills through which the river forces its 
way by an impassable glen ; and beyond that again, and 
between it and the plain of Eski-Shehr, is the Tomanji Tagh, 



11 



or Mount Tmolus, a very difficult, wooded, and mountainous 
district, which a person bent upon any practical object would 
carefully avoid, especially as there are openings to the in- 
terior uplands of Asia Minor at other points." 

(( Of the surveys made by her Majesty's Government and 
the Honourable the East India Company, of the rivers 
Euphrates and Tigris and their tributaries, as well as of their 
adjoining territories, he (a certain projector) makes no men- 
tion whatsoever. They are obviously too insignificant to be 
noticed in so magnificent and so visionary a scheme. 

" It is to be hoped that some day, when the line of railway 
from Belgrade to Constantinople comes into action, and has 
been united with the railways of Hungary ; and the line of 
the valley of the Euphrates has also been brought into 
operation, that a connecting link will be established between 
the two across Asia Minor, by such a feasible route as we 
could readily give the details of, and which would include 
the plains of Silicia Campestris, the pass of Kulak Boghaz, 
the plain of Nigdeh, the valley of the Halys, and the great 
Constantinopolitan road, by Hadji Hamsa, Boli, and Ismid, 
as originally laid before the British Association for the 
Advancement of Science, and not by such an impracticable 
and visionary line as that proposed by Mr. H. M. Stephen- 
son. It is also to be hoped that some day Sir Justin Sheil's 
plan may be put into execution, and that the maritime line 
which would bring the valley of the Euphrates into con- 
nection with that of the Indus, or the Euphrates and Tigris 
railway into conjunction with the Scinde railway, may be 
carried out : but in the meantime it is obvious that the 
Persian Gulf presents such facilities for steam navigation, 
can indeed be navigated by steamers of such small dimen- 
sions, that an almost daily communication could be estab- 
lished without incurring overwhelming expenses ,* and that 
such communication, in connection with the route by the 



12 

valley of the Euphrates, is infinitely preferable to a line ex- 
posed to such strong objections on the score of expenses, 
difficulties, and dangers as those which are urged by Sir 
Justin Sheil and Colonel Hennel against the proposed line 
of Mekran. It would really be a new feature, at least in 
the old world, to introduce in the construction of lines of 
railway, first, the act of seizing upon the country, with guns 
and soldiers, and then the keeping it, f as it were within 
the sound of our own cannon.' "* 

From the physical obstructions to be surmounted and the 
unsettled state of the inhabitants a railway through Beloo- 
chistan to the Indus may for the present be placed in the same 
category as a tunnel between England and France. f 

The overland route, promoted by the late Lieutenant 



* The Euphrates Valley Route to India ; by " A Traveller," dedicated 
to W. P. Andrew, Esq., Chairman of the Euphrates and Scinde Railway 
Companies. Edward Stanford, Charing-cross. 1856. 

f Projected Railway Tunnel between England and 
France. — The construction of a tunnel for a railway beneath the bed of 
the Straits of Dover, with a view to unite the shores of England with 
those of France, and then with the entire European and Asiatic continents, 
is occupying much public attention, from the several projected plans 
which have recently been promulgated. Mr. Wm. Austin, many years 
in Messrs. Peto, Betts, and Brassy's establishment, has, since 1853, 
matured a plan which has been highly approved of by first-rate engineer- 
ing talent. The plan proposed by him has for its object the accomplish- 
ment of a really permanent railway and enduring structure, extending 
from shore to shore, a distance of 22 miles, and connected at each end 
with the already constructed and future lines of railroad. It is intended 
to have a triple way of three arches, oval in form, and securely locked 
together by inseparable and indestructible masonry, constructed of ap- 
proved imperishable material, impervious to moisture ; and for such 
unavoidable leakage or collection of water as will occasionally occur, 
three efficient culverts will be provided to carry it to each shore, from 
whence powerful lift-pumps will carry it into the sea. The fall is to be 
from the centre towards each shore, and it is calculated that the crown of 



IS 



Waghorn and others, has nothing to do with the land, except 
in crossing Egypt from Alexandria to Suez, and France by 
the mail route to Marseilles. The saving of time by the 
latter route, compared with the steamers' track round by 
Gibraltar is six days. The duration of the voyage and land 
travelling from London to Bombay averages thirty to thirty- 
one days. The new route, which will be better entitled to the 
name of overland, will cut down the distance travelled by more 
than one thousand miles, one-fifth of the whole, and would, 

the tunnel will have a thickness of chalk of 60 feet between it and the 
ocean bed, at the deepest point, which does not exceed 140 feet below the 
tidal level, as proved by soundings. There will be three double lines of 
railway, (three each way), which will be ample for ordinary, goods traffic, 
and express trains. Ample space is afforded for all necessary pathways, 
and the telegraph wires will be laid in the centre, on a new principle of 
economy and ready access. The tunnel, by its length, will thoroughly 
ventilate itself, but should it prove necessary, three or four, or more, air- 
shafts can be readily constructed, the upper portions forming light-houses, 
or refuge in case of shipwreck, and for signalling ships in the Channel. 
The cost is estimated at £6,000,000, and the time for construction seven 
years. The whole of these works are proposed to be carried out in con- 
nection with Mr. William Hutchinson's patent, which we have so often 
noticed in our columns, for converting into an indestructible building 
material river or sea sand, shingle, chalk, and other soft and comparatively 
worthless substances. As it is to be geologically assumed that the 
stratum to be cut through is chalk, Mr. Austin proposes to construct his 
three roadway-arches of large blocks of masonry, bound together in a 
peculiar manner (illustrated by a diagram in their description in the 
Mining Journal of Dec. 1), such blocks to be formed from the excavating 
material, carried to the indurating works (to be constructed at each end), 
and reconveyed to the portion under completion, ready to be placed in 
situ. As these blocks would occupy the space of 40 or 50 bricks, be 
rapidly formed in the raw state of the material to the shape required, and 
quickly indurated to a degree which the chisel will scarcely touch, it is 
expected the work would proceed with a rapidity hitherto unknown in 
the history of tunnelling, and that the time named by Mr. Austin will 
be ample for its completion. — The Mining Journal. 



14 



therefore, save one-fifth of the time ; but for other reasons 
the reduction of time will be greater. The passage through 
Egypt is doubtless interesting to the tourist, but so also must 
be the route of the Euphrates, while the new will be un- 
doubtedly a more pleasant journey than the present line, 
since the voyage up or down the Red Sea is never agreeable, 
or in any way interesting, and the strength of the monsoons 
will be outflanked by taking the Persian Gulf, instead of 
crossing the Indian Ocean to Aden. Indeed, the present 
route perpetuates the old error of circumnavigating a conti- 
nent merely on a smaller scale. The traveller is taken round 
Arabia and Africa, and he gains the difference in bulk be- 
tween Arabia and Africa, if his destination be Kurrachee. 
The direct course will be from London to Kurrachee, via 
Trieste, Seleucia, Ja'ber Castle on the Euphrates and Bus- 
sorah at the head of the Persian Gulf, and the journey will 
occupy 14 days 12 hours. Even if travellers to Bombay were 
taken round by Kurrachee they would reach the former port 
in three days more, or 17f days ; but by a direct line from 
Bussorah their journey will be accomplished in fifteen to 
sixteen days — saving nearly one-half in time. 

The present proposition is to connect the Mediterranean and 
the Persian Gulf by a railway from the ancient port of Seleucia 
by Antioch and Aleppo, to Ja'ber Castle on the Euphrates, 
of eighty miles in length, and afterwards from thence by 
Hit, and other towns, to Bagdad, or on to Kurnah, at the 
confluence of the Euphrates and Tigris, or Bussorah, at the 
head of the Persian Gulf. Thence by steamers, communi- 
cation will be established with all parts of India. 

The country through which it is proposed to carry the 
railway, was by command of his Majesty William IV. 
examined and surveyed, with the view to the introduction 
of improved means of transit by that distinguished officer, 
Major-General Chesney, R.A., F.R.S., who reports that 



15 



there are no serious difficulties to contend with ; and sub- 
sequent scientific investigations under Captain Lynch, C.B., 
and Commander Campbell, both of the Indian Navy, and Mr. 
William Ains worth, the well known geologist and geographer, 
sent out in charge of an expedition by the Royal Geographical 
Society, have confirmed the accuracy of General Chesney's 
opinion. 

It is only proposed at present to execute the first section, 
about eighty miles of railroad, from the ancient port of 
Seleucia on the Mediterranean, to Ja'ber Castle on the 
Euphrates ; below which point, the navigation of the river 
is permanently open for steamers of light draught and the 
boats of the country for 715 miles to Bussorah, at the head 
of the Persian Gulf. 

Mr. Laird has undertaken to furnish steamers to navigate 
the Euphrates, capable of carrying a large amount of mer- 
chandize and passengers, at a speed of twelve knots an hour 
when loaded, and with a draught of two feet. 

Regarding the ancient navigation of the Euphrates, Mr. 
Peacock remarks, in his learned and lucid evidence before 
the Select Committee of the House of Commons, in 1834, 
on steam communication with India, that Herodotus <e men- 
tions the freight of the boats that carried the produce of 
Armenia to Babylon to be 5,000 talents in weight, which 
would be about 128 tons, the freight of the largest Thames 
barges. These were boats only for the voyage to Babylon, 
and were there broken up ; they were either coracles on a 
large scale, or rafts surrounded by, and floated on, inflated 
skins ; when they brought a cargo to Babylon, the wood 
of which they were composed was sold, and the skins were 
carried back by land on asses, which had been brought 
down in the boats for that purpose." 

" A very great portion of the supply of Babylon was 
from Armenia. Herodotus speaks of the vessels as being 



16 



very numerous, but of its being impossible to return by 
any mode of navigation, on account of the force of the 
stream. I mentioned 5,000 talents in weight, Beloe trans- 
lates it 5,000 talents in value. If that was the silver talent 
only, it would be one million sterling, which is impossible 
for a single boat load of the produce of Armenia. The 
next ancient account of the navigation of the Euphrates 
which I wish to notice, is the expedition of the Emperor 
Trajan; he constructed a fleet in the mountains of Nisibis, 
and floated down the Euphrates. Gibbon says he came 
down the Tigris. It would be easy to demonstrate that 
Gibbon was misled by an article by Monsieur Freret, in 
the Memoirs of the Academy of Inscriptions ; but going 
over the text of Dio, which is the principal authority we 
have upon the subject, it is very manifest that it was the 
Euphrates, and not the Tigris, that Trajan came down. The 
next is the expedition of the Emperor Julian, who followed 
the route of Trajan : he came down the Euphrates from the 
mountains of Nisibis also ; his fleet consisted of 1,100 
vessels, 1,000 vessels of burthen, 50 vessels of war, and 50 
for constructing bridges. Ammianus Marcellinus, who was 
the historian of the expedition, and was in it, says this fleet 
made narrow the most wide river Euphrates. Classis latis- 
simum flumen Euphraten arctabat. And this was in reference 
to the upper part of the river, where all the difficulties are 
supposed to exist. Both these expeditions were in the spring, 
March and April ; they began the descent of the river on the 
rising of the river." 

" The water begins to rise in March and continues to rise 
till the beginning of June ; at that time there is nowhere 
less than 12 feet in the river, some say 16." 

" As to the present navigation of the river, there is a great 
deal of navigation from Bagdad to Hillah, the ancient site of 
Babylon ; but there is none now (i. e. in 1834) above Hillah, 



IT 



in consequence of the disturbed state of the country. In the 
time of Queen Elizabeth there were many merchants of 
England who went by that route, which was at that time 
the high road for travellers to India : there was a regular 
fleet of boats for the voyage kept at Bir. Merchants from 
England, Fitch, Eldred, and several others, describe their 
having gone with merchandize from the Mediterranean to Bir, 
and in large companies. They put this merchandise on board 
the vessels at Bir : they say, e these boats be but for one voyage, 
for the strength of the stream makes it impossible to return 
and with this merchandise they went down the Euphrates to 
Eelugia ; thence (by a canal IT miles in length) to Bagdad, 
then down the Tigris to the Persian Gulf, and so to India." 

The route from the Mediterranean was mostly from La- 
tickea. " There are many old travellers who describe the 
voyage down the Euphrates, and none of them speak of any 
physical obstructions. 

"I think it would be highly serviceable, if possible, to pre- 
vent Russia pre-occupying it and excluding us ; it would be 
exceedingly easy for Russia to follow the steps of Trajan and 
Julian, construct fleets in Armenia, and float them to Bus- 
sorah ; they have the possession, at least the command, of the 
Armenian part of the Euphrates now {i.e. 1834). 

Apparently there would be more danger to be appre- 
hended from the Russians, from their making use of the 
Oxus and Caspian, than by making use of Bussorah, where 
they would be met by the nation which happens to have the 
pre-eminence at sea. " But," says Mr. Peacock, " the pre- 
eminence at sea is not a talisman ; it is to be kept up by 
constant watchfulness and the exertion of adequate force. I 
know there is danger by the Oxus, but there is also danger 
by the Euphrates, and I would stop both doors, if I could." 

" The first thing the Russians do when they get pos- 
session of, or connexion with, any country, is to exclude all 

c 



18 



other nations from navigating its waters. I think, therefore, 
it is of great importance that we should get prior possession 
of this river." 

The establishment of steam along the Euphrates would 
serve greatly to counteract the designs of Russia ; " by 
giving us a vested interest and a right to interfere. If they 
should make a treaty with the power it belongs to, that 
none shall navigate it but themselves, we should find it a 
more difficult business. They have been long supposed to 
have designs on Bagdad ; they have had emissaries there a 
good while : The Pachalick of Bagdad is a very valuable 
possession, and would pay for protecting it, either to them 
or to us." 

In comparing the probable relative commercial advantages 
of the Red Sea with that by the Euphrates and Persian Gulf, 
Mr. Peacock gives the preference to the latter : — " the trade 
of the Persian Gulf with India is three to one to that of the 
Red Sea ; there was formerly a great deal of commerce in 
those countries, both in the time of the Assyrian empire and 
in that of the Caliphate of Bagdad, and in many intermediate 
periods." 

With reference to the different routes proposed for steam 
communication with India, — " I have been," says Major- 
General Chesney, in giving evidence before the already- 
mentioned Committee of the House of Commons, " on 
four different routes, the one being through Turkey. I 
came down the Danube and crossed the Black Sea, and 
that part of Asia from Trebisond to the Euphrates, which 
concludes the first route, as proposed by the Right 
Honourable John Sullivan, viz., up the Rhine, down the 
Danube, across the Black Sea to Trebisond, and thence 
to the upper Euphrates, this river being part of three of the 
lines. The second is from Malta to Constantinople on to 
Trebisond, and either the same route onwards by the Eu- 



19 



phrates or through Persia. The third is Egypt. I was in 
Egypt in the year 1830, going onwards to the ceded pro- 
vinces, having other objects in view, when I saw some 
queries that were sent out by Lord Aberdeen to obtain in- 
formation as to the best line of communication with India ; 
there were several queries relating to each, framed, as I have 
since understood, by Mr. Peacock. I wrote to Sir Robert 
Gordon, proposing to examine the (route by) Egypt immedi- 
ately, and afterwards to descend the Euphrates, if he en- 
couraged it. Accordingly I went to Suez, sailed down the 
Red Sea to Cosier, crossed to the Nile at Kenne, sailed down 
that river and examined the port of Damietta, Lake Men- 
zaleh, &c, and forwarded a Report of the result to Sir 
Robert Gordon, on the 30th of September, 1830* The fourth 
route is the Euphrates. After I had examined the Red Sea, 
Sir R. Gordon's answer reached me at Beirout ; he seemed 
to think the undertaking hazardous, and as there was a report 
that Capt. Mignan was instructed by the Court of Directors 
to examine the river, his Excellency observed that unless I 
had it to myself it would not be worth the risk, and in con- 
sequence I gave up the idea of going down the Euphrates 
and went straight to Damascus ; there I heard of the death 
of three persons, viz., Mr. James Taylor, Mr. Aspinall and 
Mr. Bowater, going to examine the Euphrates. I accom- 
panied the caravan to El Kaim on the Euphrates, and the 
moment I saw this splendid river, the project of descending 
it seized me powerfully, and circumstances favoured the 
attempt. I was unwell, and taking advantage of this, I 
asked the Arabs at Anna whether they could not make me a 
raft. It appeared that they were much better accustomed to 
raft making than I was myself ; they undertook the task, and 
after some difficulties and delays, the raft was ready. I set out 



* Vide Reports by General Chesney, Appendix, No. 8. 

c 2 



20 



from Anna to go down the river accompanied by my inter- 
preter, a servant and three Arabs ; two of the latter were 
boatmen, the other a sort of guide and protector. In setting 
out to examine the river, I had a memorandum given me by 
Mr. Cartwright, the Consul-General, to show the objects 
which it was desirable to ascertain, viz., the depth of water, 
the nature of the river, its conveniences, and other particu- 
lars. The depth of water I ascertained by means of a ten 
feet rod attached to the raft, and immersed in the water to 
that extent ; when it did not touch it showed the depth of 
the water exceeded 10 feet, and when it did touch, I took it 
in my hand and measured the place exactly; in that way I 
proceeded, noting the villages, counting the houses, and taking 
the bearings all day ; at night we came to, close to an unin- 
habited island, and the fifth day I arrived at Hitt, having 
made all the notes necessary to form the groundwork of the 
great maps on the table, the speed of the stream being the 
basis of the operation, and bearings backward and forward 
were carefully taken at each turning of the river. At Hitt I 
changed my raft for one of the boats made there of osiers 
covered with bitumen; I chose a country boat because it 
was more like the natives', and with this I sailed down again 
in the same way to Feluja, opposite to Bagdad, where I 
arrived in less than five days from Hitt; this was in the 
beginning of January, 1831. I crossed the country to Bag- 
dad, where Major Taylor, the Company's resident, took 
a great interest in what I had been doing. Once there, 
it seemed desirable to remain and finish the maps so far, 
before I recommenced descending the stream, and accord- 
ingly I wrote to Sir Robert Gordon to say what I had done, 
and that as soon as the maps were completed I would de- 
scend the river to Bussorah. Whilst laying down these 
maps, Major Taylor received from Bombay an authority 
to survey the river, and he immediately sent away Messrs. 



21 



Ormsby and Elliott down the Tigris, and to ascend the 
Euphrates to the place where I had left off. They returned 
to Bagdad, having failed in getting higher than Hilla, and 
Major Taylor determined to send them off to Bir to descend 
the stream from thence. I felt somewhat uncomfortable at 
the idea of interfering with these two persons, as their pros- 
pects depended much on their success, and being more 
inclined to further their plans, I was inclined to give up the 
field to them ; I offered the use of an Arab boatman well 
acquainted with the river, and also gave them my interpreter. 
They declined the boatman on account of the expense, and 
subsequently returned the interpreter for the same reason, 
after taking him some little distance on their journey. At 
this moment Major Taylor recommended me to resume my 
plan, as two accounts, he observed were better than one. I 
went back to my boat at Eeluja, and sailed down to Hilla : 
this part of the river is little known, so much so that I cannot 
find the trace of any European having navigated it either in 
ancient or modern times. In old times the traveller always 
stopped at Eeluja, crossed to Bagdad, and went down the 
Tigris, therefore it was fortunate that I resumed my plan, 
for as Messrs. Ormsby and Elliott did not accomplish their 
descent, we should still be ignorant of the state of this part 
of the river. I had left these maps with Major Taylor to 
copy for the Supreme Government, and afterwards to send 
them to Sir Robert Gordon. Having arrived at Hilla, I 
got a little schooner and sailed down through the Lemlun 
marches to Bussorah ; from Bussorah I went to Bushire, 
where some difficulties about the quarantine, on account of 
the plague, prevented my landing ; I then sailed up the 
Karoon to Shuster, where I finished the first memoir, and 
sent it off. After that I journeyed through Persia, and there 
the Envoy took a great interest in the question of the Eu- 
phrates, as connected closely with Persia, and he made the 



22 



Reports now on the table. On leaving Persia I went to 
Trebisond, and crossed the Taurus range to Aleppo, and Bir 
also, across the country between that place and Scanderoon. 
From Bir I went up the river, a good way above Samsat, 
near Malatea, from whence I crossed to Orfa, meaning to 
regain the river and descended to El Kaim Towers, where 
I originally commenced. But at Orfa there came a Turk to 
me in a very mysterious way, and said there had been some 
discussions about me : some said I was honest, and others the 
contrary ; I gathered that I was likely to be waylaid as a 
spy of Mahomet Ali ; this determined me to change my 
route and go back to Bir, so that I was thrown out in my 
plan of visiting that part of the river towards El Kaim ; and 
with that exception, I can speak of all the rest of its course 
personally, more than 900 miles." 

" My opinion is, that there is no doubt about its ( the 
Euphrates) being navigable for eight months in the year, and 
its being navigable for the other four months for shallow 
vessels. Individually I have no doubt about its being navi- 
gable also throughout the low season ; but I will explain the 
state of the river in detail, beginning at the Estuary, and 
going upwards in the same way that a steam vessel would 
do when coming from India towards Bir." 

" It so happened that I was twice on the Euphrates during 
the low season, and once in the flooded" 

" The printed Reports contain a detailed account of the 
great river, following its stream from Armenia to the Persian 
Gulf; therefore it may make the explanation clearer to re- 
verse it, and ascend the stream, as a steamer coming from 
India must do ; width being the first consideration, depth 
the second, and strength of current the third. 

" Although occasionally much more, the breadth of the 
Euphrates varies between 200 and 400 yards ; for even 
where the rocks and fords exist, as described in the Eeports, 



23 



the stream still maintains its spread, nor would the existence 
of the former be apparent, were it not for the irregular sur- 
face above them : and I am the more anxious to make this 
point quite clear, because it seems to have been supposed by 
some that the river is at times limited to the width of the 
deep passage between the rocks, which are indispensable to 
the commerce carried on in the clumsy country boats, but 
which would not interrupt a wider river steamer of a shallow 
construction. In fact the only exception to the great width 
alluded to, takes place in the Lemlun Marshes, where the 
river is deep and entirely free from rocks ; but for a distance 
of about 60 miles, the main stream narrows to about 80 
yards. 

" As to the second point, the general depth of the upper 
Euphrates exceeds 8 feet, with the few exceptions to be 
stated by-and-bye in their proper places. 

" In point of current, the third leading consideration, the 
Euphrates is for the most part rather a sluggish stream ; for, 
except in the height of the flooded season, when it approaches 
5 miles per hour, it varies from 2 to 3| ; but certainly with 
a much larger portion of its course under 3 than above, par- 
ticularly the 701 miles from the town of Hit to the sea ; 
above that place it frequently exceeds, 3, below it is rarely 
much more than two. 

" But to go more into detail at the low season, beginning 
with the sea : — 

" On the bar, at the principal branch, there is a depth of 18 
feet; from thence to Korna, 104 miles, it varies from 3 J to 
7 fathoms, the general width varying between 350 and 600 
yards. 

" Upwards from Korna we have the Euphrates only, with 
its volume diminished, it is true, by the loss of the Tigris, 
yet still a noble river, averaging about 300 yards broad, with 
a depth of from 2 to 3 J fathoms all the way from Korna to 



24 



Castle Geran Shoal, 186 miles ; here a narrow pebbly bank 
crosses the bed of the river, and reduces the depth for a 
moment to 3f or four feet ; this is close to one end of Grahim 
inlet, at the eastern extremity of the Lemlun Marshes, which 
extend about 61 miles, and are watered by three divisions 
of the Euphrates, each considerable as to size, and all navi- 
gable. The principal one which the steamer would follow, 
makes a tortuous course, carrying a width in general of more 
than 80 yards, though occasionally reduced to 50; and hav- 
ing a depth of from 6 to 9 feet, though very rarely the former. 
This part of Mesopotamia is so very level, that the flooding 
of the river makes little difference as to depth ; for being 
without the high banks existing elsewhere along the river, 
the increased water spreads out into a wide shallow lake, 
just enough to prepare the ground for rice. 

" The windings of the main stream through the country of 
Lemlun reminded me of the Frith of Forth below Stirling, 
but as the turnings are not so sharp as the latter, which are 
navigated several times every day, we have no reason to fear 
that a steamer will pass without the slightest difficulty ; espe- 
cially as the latine vessels of the country of from 50 to 80 
tons do so in great numbers. 

" On the western side of the Marshes, we meet the united 
stream such as we had left it on the eastern, viz., averaging 
about 300 yards broad and from 9 to 18 feet deep for 15 
miles to the derivation of Ramahieh, near the town of Dewa- 
nia ; and thus it continues for 86 miles more up to Hilla 
(ancient Babylon) ; at this town we meet for the first time a 
bridge, the river having narrowed for the moment to 450 
feet, with a depth of 18, and as might be expected in conse- 
quence, a strong current just below the floating bridge ; one 
boat is moveable in the centre to facilitate commerce, but the 
width of the steamer would require two to be removed. 

" From Hillah to Feluja Castle, is a distance of 110 miles, 



25 



with a depth at the low season of from 9 to 18 feet, and the 
width varying between 250 and 500 yards, with the excep- 
tion of at the town of Musseyil, 74 miles from Feluja, where 
it is 13 feet deep, and narrows to 160 yards, the length of its 
bridge ; that of Feluja being 123 yards in the low season, 
and 150 during the high one. 

" From Fehrja to Hit, we have a distance of 140 miles by 
the river, without its being narrow enough at any point to 
construct a bridge ; the width is rarely much under 300 
yards, and is frequently as great as 600, or even more, with 
a general depth of upwards of 9 feet ; to which there are 
but three exceptions : viz., the occasional ford of Bushloub, 
marked No. 39, with an ordinary depth of 6 feet (and there- 
fore it has not been passed by camels once during the last 20 
years) ; Abou-Sisa, marked No. 38, and Souab, No. 37, are 
the other two, each with 3J feet water at the lowest season. 

" This has brought us to the town of Hit, the Is of the 
ancients, to whom it was just as well known on account of 
the fountain of bitumen, as it now is to the modern posses- 
sors. This place is 639 miles from Bussorah, and about half 
way to Bir in point of trouble, while it is more than half in 
point of distance; on which account, as well as the prospect 
of making the bitumen available for fuel, as a consequence 
of making permanent arrangements along this line. 

ce In continuing onwards, we meet the island of El Oos, 
at a distance of 84 miles above Hit ,* the general character of 
this part of the river as to width and depth is the same as 
that below ; but the current is a little more rapid, and we 
occasionally meet some rocks, which is not the case down- 
wards. There are nine exceptions during these 84 miles to 
the general depth of 9 feet ; three of these are the remains of 
irrigating walls in the river a little way above Hit, each 
of them causing a few inches fall. Two are camels' fords, 
both free from rocks, and with 3| feet water ; and the re- 



26 



maining four have rocky bottoms, limited in one place to 3 
feet in depth, but generally 5, and the surface almost un- 
broken. 

" We have now reached the town of El Oos, without having 
encountered anything which can be fairly considered an im- 
pediment even to a large-sized steamer ; therefore we have 
786 miles of open navigation throughout the twelve months, 
viz., from the Persian Gulf to this island. 

" Within the succeeding 170 miles above El Oos are com- 
prised all the difficulties to be encountered in navigating the 
Euphrates ; and to these, which only exist during the four 
months' low water, I would entreat the particular attention 
of the Committee. 

" From El Oos to Anna we have a distance of 106 miles 
along the river, which winds exceedingly, as will be evident 
from the great maps ; a range of hills encloses each bank : 
there are several good- sized towns, the islands are numerous, 
and the aqueducts of the irrigating mills literally cover the 
banks.* Here the width of the river varies from 250 to 500 
yards, with a general depth of 8 feet. 

" There are, however, eight exceptions to the depth, Nos* 
20 to 27 ; two of these, Nos. 23 and 24 are camels' fords ; 
four more, Nos. 20, 21, 22, and 26, have rocky bottoms, with 
a broken surface, causing falls about 6 inches, or even more 
at some places ; but all have a sufficient depth of water to 
make them safe to pass in the night. No. 25 is rather more 
serious ; here we have a fall, or to speak more correctly, a 
difference of level, of 18 inches in 50 or 60 feet distance, 
with a depth exceeding 3 feet ; this place, I presume, could 
not be passed after night, still less would it be practicable to 
overcome the remaining one, No. 27, in the dark. At this 



* History presents many examples of the preponderance of Utilitari- 
anism over Ornamentalism- The Holy city is one mass of ruins, but 



27 



one, the whirlpool of the prophet Elias, there is a fall of two 
feet in seventy, with a depth of 4 feet 9 inches, and a current 
for the moment of 5 miles per hour, a broken surface and a 
rocky bottom for some little distance both above and below 
the whirlpool. 

" This place is much dreaded by the Arab boatmen in de- 
scending, but my raft of 14 J by 13 J feet (not the most 
manageable thing in the world) passed down without any 
difficulty." 

At some parts of the river " the country boats are lightened 
to a depth of three feet, to facilitate their passage ; and when 
it is remembered that this rudely constructed bark has a flat 
floor of 40 feet by 12, at a depth of 4 feet, with wall sides 
(and I have met some of much larger dimensions), her pass- 
ing at all times between Anna and Giaber, and even to Ma- 
latia, during the low season, is one of the best possible proofs 
toe could have that this portion of the river is quite navigable 
for steam. 

(( Besides which fact, drawn from the existing state of 
things, (t. e. } in 1834) we know, that up to fifteen or even 
twelve years ago, it was the habitual custom of the Sultan to 
send guns and heavy stores to Bagdad by way of the river ; 
and the last person who was sent by this route gave me a de- 



the pool of Bethesda is still as it was when the angel came down 
annually to disturb its waters. The columns of Persepolis are crum- 
bling into the sands by which they are already half engulphed, yet its 
cisterns and its aqueducts still remain to fill the wanderer with admiration. 
Nero's Palace of Gold is a myth, a thing that has been, yet the Aqua 
Claudia still flows into ancient Rome. The temple of the Sun at Tadmor, 
in the Wilderness, is now fallen and desolate amidst the silence of the 
sandy desert, and yet who does not know that its sparkling fountain still 
remains, flashing as in days of yore when myriads crowded round that 
now abandoned spot. The tomb of Joshua is forgotten, but the well of 
J acob is known to every overland traveller, 



28 



tailed account of his descent from Bir, during the month of 
November, (the river being at the lowest) when a deeply- 
laden boat passed downwards day by day, without having 
been obliged to lighten on any occasion. 

" But our information is not confined to Asiatics, for in 
addition to the minute details of the commerce between 
Armenia and Babylon, as given by Herodotus, there are 
several descents on record of mercantile travellers, during 
the 15th century, when it appears to have been the custom 
of merchants to carry their goods to Bir, to hire water 
transport downwards, and at times they remained until a 
little fleet of small vessels was assembled to make the voyage 
to Feluja together. 

" In 1574, during the months of September and October, 
the traveller Rauwolf descended the Euphrates, in a loaded 
boat from Bir, which the master run aground from careless- 
ness, on a sand bank, the first day, near Giaber ; Rauwolf 
goes on to speak of Racca, and other towns descending: he 
observes that the water was low at Deir in October, and 
details his voyage to Anna and Feluja, without any other 
serious difficulty after the first one. 

" In December, 1579, the Venetian merchant Balbi reached 
Bir, and having embarked his goods for Feluja, Bagdad and 
the East Indies, he remained at that place until the 11th of 
January, 1580, waiting for five other barks to go in company. 
Balbi mentions some shoals as well as rocks, causing two falls 
above Anna, and he notices the whirlpool below, which he 
calls dangerous passages ; but he seems to have reached 
Feluja and Bagdad without any other cause of uneasiness. 

" John Newberrie embarked at Bir, the 15th of October, 
1581, on board a bark laden with honey, cordovan leather, 
fish, wax, &c. ; part of the cargo was sold at Deir, and they 
reached Feluja without any difficulties being noticed as 
having been encountered in the descent of 15 days ; and 



29 



nearly all the towns and remarkable places are mentioned by 
Newberrie. 

" In 1583 Kalph Fitch, a London merchant, sailed down 
the Euphrates; his voyage from Bir to Feluja was accom- 
plished in 16 days, without having encountered difficulties ; 
though (he adds) it is not good for one boat to go alone, lest 
she might be broken, and the goods would then be plundered 
by the Arabians. 

" Sir Anthony Shirley descended the Euphrates in the 
autumn of 1599, in company with the cadi, defterdar, and 
others going to Bagdad ; he made the voyage in thirty days, 
resting at night, and gives many details of the towns, &c, 
without alluding to any difficulties in the navigation. 

" John Cartwright also made a voyage about this period, 
but the year and month are not given ; he speaks of the river 
at Bir being as broad as the Thames at Lambeth, and almost 
as swift as the Trent. Cartwright alludes to the low season, 
saying that the merchants are fain to carry with them a spare 
boat or two to lighten their own if they should chance to fall 
upon the shoals. He also adds that they carried on a trade 
by barter with the Arabs ; exchanging coral, amber, knives, 
glass, &c, for different kinds of provisions, butter, fruits, &c. 

" In my last journey I examined the country between the 
Mediterranean and Bir, which is particularly favourable, in 
every respect, to the proposed communication ; and I also 
followed the river itself from several miles above Samsat to 
some distance below Bir, throughout which distance it is 
much deeper than at and below El Kaim, and, in fact, 
carrying such a volume of water as to leave no doubt in my 
mind that it is quite open from thence to El Kaim, as the 
boatmen at Bir stated it to be, not only to that place but 
also to Anna. 

•'' Such is my view of the depth, fyc, of the Euphrates, from 
the sea to Bir, during its lowest and most difficult state ; and 



30 



as the impediments have been placed at the very worst, it is 
certain that any one who may be called upo?i to overcome 
them, will find his task somewhat less than he is prepared to 
expect. 

iC As to the question of navigating the Euphrates during 
the low season, the Committee (for steam communication with 
India) will perceive that this is narrowed to the consider- 
ation of the limited depth of water at some places between 
El Oos and El Kaim, about 170 miles ; and after the deepest 
consideration, it appears to me, that a steam boat of 75 feet 
by 16 on the water line, would undoubtedly pass up this part 
of the river, when drawing from 22 to 24 inches. By giving 
her a spoon or parabolic shape, for the advantage of steering 
through short turnings, she might be of greater dimensions as 
to accommodation, viz. : 

85 or 90 feet on deck. 

75 on the water line. 

16 feet beam. 

Depth of vessel, 5 feet. 

Engine of 18 horse power. 
Flat bottom midships for one-third of the length on deck ; 
draught of water, with four days' coals, 22 to 24 inches ; to 
be of iron, and the lightest construction ; copper boilers." 

" The Euphrates ceases to decrease about the middle of 
November, from which time until near the end of December 
there is no sensible difference ; at this period it begins to be 
fed (owing to the early rains) by the increase of the Melas, 
Khabour, and other mountain tributaries ; at times this in- 
crease is so limited as to make a difference almost impercep- 
tible : but at others the depth of the river is increased nearly 
a foot in the early part of J anuary. Whether the winter's 
increase has been 12 inches or only one, the Euphrates con- 
tinues almost stationary from the early part of January until 
a little before or a little after the 27th of March, when the 



31 



grand rise begins ; the river subsequently continues swelling 
and extremely muddy until the snow water begins to descend 
and change its colour, which happens about the 26th of 
April ; the increase is afterwards more rapid, and thus con- 
tinues until the 21st or 28th of May, when the highest point 
is attained, and the depth at Anna has been increased by 11 
or .12 feet, and lower down by 15 or 18. During 20 days, 
from the 11th to the 31st of May, the current rather exceeds 
five miles per hour ; therefore tracking boats upwards is 
abandoned for that time, and is afterwards resumed against a 
current of about four ; the river subsequently declines very 
gradually and regularly in depth and speed up to the lowest 
point in the middle of November, from which we started in 
taking the glance just completed of the 12 months. 

" The Tigris, although classed with the Euphrates too fre- 
quently, is very different in every respect, being more tortu- 
ous, more rapid, and subject to different laws in its floodings. 
This river not only begins to rise in November, but attains a 
considerable height before the end of the month, after which 
it suddenly falls, and is again as suddenly swollen at uncertain 
moments, up to the middle of January, when its permanent 
rise begins ; subsequently it continues increasing, though 
occasionally falling a little, till the 15th of May, when it is 
at the highest, with an increased depth at Bagdad of 1 5 feet. 
The river subsequently declines in the same irregular way, 
but there is sufficient water for large boats to reach Bagdad 
until August, when smaller ones, drawing about five feet, 
are used until the end of the year as far as Bagdad. Between 
that city and Mosul, the river is at some places rocky or 
shallow, but there is water enough at all times to float rafts 
of firewood, and even merchandize, over the rocks from 
Mosul to Bagdad at the low season. 

" The Euphrates, on the contrary, is extremely gradual and 
regular, both in its increase and diminution, quite as much 



32 



so as the Nile, and very similar in every respect (as far as my 
acquaintance with both enables me to judge), with the single 
exception of the flooding, which takes place earlier in the 
Asiatic than in the African river. 

(C From the end of March there is a considerable depth of 
water in the shallowest places of the Euphrates ; so much so 
that there is little question of rocks until some time in No- 
vember, since it is apparent that they are covered with 14 
feet of water during the greater part ©f the interval from 
March till November. 

" On perceiving the great power of the Euphrates in the 
flooded season, and that its dangerous bearings on India in- 
volved deeper considerations than those of steam communi- 
cation, it struck me that it would be right to make this part 
of the question the subject of a separate and confidential 
paper, rather than enlarge upon it in the printed Reports, 
which are confined chiefly to the low season. I declined 
the favourable offers I had to publish an account of my 
voyage down this most interesting stream, endeavouring, 
instead, to place the subject exclusively before Government, 
in such a way as would give ministers the free option, either 
to open the navigation, or to leave matters pretty much as 
they were, without telling too much to the world about the 
real state of this interesting stream, which in fact presents 
the easiest possible route for a Russian force to threaten 
India. 

" It is true that India may be approached by five other lines 
of march as mentioned in the paper on Persia submitted to 
Government ; but it is to be remembered that she is still at 
some distance from the commencement of any one of them, 
and that there must be some preliminary steps in any of the 
supposed cases which would give us notice and time to pre- 
pare ; whereas in that of the Euphrates she could proceed 
onwards at once to the Persian Gulf. Russia is actually in 



33 



possession of the Turkish province of Achaltziek, within 
15 days' march, or even less, of the navigable part of the 
Euphrates (here called the Murad-Soo) and as she has at 
command the immense Forests of Armenia, as well as those 
of the province of Kars near at hand, there could be no diffi- 
culty in constructing rafts to any extent. From the 26th of 
April until the 26th of June at least, there is a depth of 12 
or 14 feet over the rocks of Karabla ; at this time the heaviest 
guns could be floated down with perfect ease, and long after- 
wards, in fact all the eight months, there is sufficient water to 
convey troops and stores. Four or five weeks would suffice 
to carry the advance of the army down the Murad-Soo to the 
estuary of the Shut ul Arab, and this speed would give the 
enemy possession of the numerous small vessels, and ample 
resources of the rivers and province of Mesopotamia ; Bus- 
sora would make a good port, dock-yard, Sec. opening towards 
India, as well as an excellent place d'armes, from which an 
enemy might immediately extend himself along the Indian 
river, and east side of the Persian Gulf as far as Cape Jask, 
which point is within 625 miles of the Indus, and might 
be occupied in eight or ten weeks time from leaving 
Achaltziek. 

" It is pretty certain that Napoleon contemplated following 
the steps of the Emperors Trajan and Julian, and that the 
Russian war alone prevented his descending by the Euphrates 
in 1812 to occupy and fortify Bussora as the pivot of com- 
bined operations against India ; and as Russia was to assist, 
she must have known, in part at least, the plans of this great 
captain; and therefore she must know the importance of 
Bussora as an object to be obtained if possible ; and even if 
we can suppose her to be still ignorant of the existence of an 
easy open route to that city for an army of any size, it is not 
at all likely that a power so much alive to objects of ambition 
can remain so much longer ; and in this view of the case, it 



34 



is not going too far to suppose that it will be one of her first 
obj ects ; especially as there is no impediment in her present 
relations with Turkey, to an acquisition which would give 
her a lever no less powerful and formidable to Great Britain 
than the control of the Persian empire, her more apparent 
object at this moment in the East. 

" Once possessed of Bussora as a port, and the line of the 
Euphrates to give the supplies, it would be a work of millions 
to dispossess the Russians of a line of country, which may be 
defended with the utmost facility from an attack, whether 
made from the side of Syria, or that of India ; we could not 
even prevent them extending themselves along the Coast to 
Cape Jask, and thus not only turning the defences of Persia, 
but being also as it were in the very neighbourhood of the 
Indus. 

" Giving up all idea of any attempt by sea, it seems to me 
that it would be almost impossible to interrupt their march 
onwards from Cape Jask; for, admitting for a moment that 
supplies could not be obtained as in the time of Alexander, 
and subsequently by a Cailiph of Bagdad, Mohammed Bin 
Kassim (who reached India through this country in 677 of 
the Hejira) ; an enemy might have his stores and supplies 
carried in a flotilla of flat boats, creeping along shore step by 
step with the army, from headland to headland, ready to be 
beached under protection of the whole army whenever our 
ships meditated an attack, which under such unfavourable 
circumstances could not be made with the least chance of 
success. Therefore, if ever Russia should obtain the line of 
the Euphrates, she will then have it in her power, either to 
meet our troops on the Indus, or take the surer but more 
dangerous course of remaining in this threatening position, 
gradually approaching our territories ; which would of itself 
shake our moral power over the natives, independently of 
the minor consideration of a heavy expenditure for a flotilla 



35 



to watch the Gulf, and additional troops along the north 
west frontier towards the side of Persia. 

u It is manifest that operations against India by any of the 
five routes through, or bordering on Persia, must be attended 
with great loss from climate alone, during a march of about 
2,000 miles ; whereas, in the case of the Euphrates, the army 
would be conveyed rapidly, and in an efficient state, to the 
seat of operations ; in which view of the bearings of the 
Euphrates, the question of a rapid communication is of little 
importance, when compared to the paramount one of forming 
a barrier against Russia, based upon a more extended and 
beneficial commerce to ourselves, to our eastern colonies, 
and to Arabia."* 

The preceding opinions and statements were given in evi- 
dence prior to the Euphrates Expedition, and it will be seen 
by the following extracts that they were entirely confirmed 
by the official reports of General Chesney and his officers, 
after the survey of the Euphrates had been accomplished. 

Bushire, July 17, 1836. 

The noble and interesting river Euphrates is far too cele- 
brated to require more from me than a fair view of the 
facilities afforded by it for steam navigation, and of the pros- 
pect it offers for establishing an economical and more rapid 
Communication between Great Britain and her Indian pos- 
sessions, than has hitherto been obtained : — the brilliant 
prospects of a new channel being opened to our enterprising 
mercantile world, through a steam establishment on the 
Euphrates, ought to awaken our best energies, 

/ consider that a rapid steam voyage may he performed 
both up and down the Euphrates, at any season of the year* 
(Signed) R. F. Cleaveland. 

Lieutenant R.N. 

Colonel Chesney, R.A., &c, &c. 

Commanding Euphrates Expedition. 
* Vide Report on Steam Navigation to India, ordered by the House 
of Commons to be printed, 14th July, 1834. 



36 



Euphrates Steamer, Bushire, July 17, 1836. 

Considering, therefore, Ja'ber as the upper station on the 
river, there remain 938 miles of navigation from that place 
to Basrah. In this distance I consider we have but two 
impediments which are worth noticing. The first is the 
Karablah rocks, two miles above 'A'nah, and the second the 
Lamlum Marshes. 

The Karablah rocks have ten feet water over them in the 
high season, and three feet at the lowest, the stream running 
over them at the rate of seven miles per hour. 

"We have already a diving-bell at this place, which at a 
small expense might clear away the rocks so as to give a 
passage of 4J or 5 feet water in the low season. 

From El'Uzz to Lamlum, or rather to four miles above the 
latter town, we have £88 miles of a beautiful river, the average 
depth in this distance being three fathoms, with the exception 
of some places, a little below the town of Hit, where ten and 
twelve feet would be the average. 

They (the Arabs) always evinced great eagerness to barter 
their provisions, and in fact everything they possessed, for 
our Glasgow merchandise, which consisted of handkerchiefs 
and shawls principally ; so that I am convinced considerable 
commerce would be carried on with great success on the river , 

Taking all these things into consideration, I should say it 
would be highly advisable to navigate the river, as being the 
speediest and most secure route between Great Britain and 
her Indian possessions. (Signed) E. P. Charlewood. 

Mate E.N. 

Colonel Chesney, R.A., &c, &c. 

Euphrates Expedition, Bushire, July 15, 1836. 

The descent of the Euphrates steamer on the falling waters 
between March and J uly has sufficiently proved, in such a 
way as to leave little doubt in my mind that at the lowest 



37 



season the river could be navigated, or at all events be 
easily made navigable. 

The advantages which would ensue from the establishment 
of a regular steam communication on the Euphrates would, 
I am convinced, amply repay any outlay and trouble which 
might attend the commencement. 

The avidity with which the inhabitants of different towns 
on the river,bought our Manchester woollen goods, &c, suf- 
ficiently proves that a great opening is presented to our com- 
merce. Aleppo, Bagdad, Basrah, and, should the Karun be 
navigated, Ispahan, would soon become marts for British 
produce, and the influence of the English name be thus in- 
creased and extended. 

(Signed) Jas. Fitzjames, R.N. 

Colonel Chesney, R.A., &c, &c. 

Basrah, August 31, 1836. 

The whole line, from Ja'ber to a little below Diwaniyah, 
is a long course free from impediments. There are some few 
places, where, to conduct a vessel safely and surely, it is ne- 
cessary to be acquainted with the line of the deep channel, 
such as at Karablah, 'A'nah, and two places above both, 
where reefs of rocks stretch across the river ; but where, I 
believe, a channel does exist sufficiently deep to float such a 
vessel as the "Euphrates." There are, along the line I have 
mentioned, many projecting ranges of arches, formerly used 
in irrigating the neighbouring lands, and there are some in- 
sulated rocks, but in no case offering impediments of a serious 
nature when their positions are well understood. 

Below the line I have mentioned, until arriving at the 
termination of the Lamlum Marshes, the river is more diffi- 
cult, owing to the very sharp windings and the greater nar- 
rowness, so that in this part I do not consider that the 
"Euphrates" steamer is suited for the navigation. Yet 



38 



there would be no difficulty for a shorter vessel. From 
below the LamMm Marshes to Basrah the river presents a 
fine, wide, deep, and easy course ; and a still larger vessel 
than the " Euphrates " might easily perform the voyage. 

I think it will be seen, perhaps, that the navigation of no 
river was ever commenced under such favourable circum- 
stances. 

(Signed) J. B. Bucknall Estcotjrt, 

Captain 43rd Light Infantry.* 

Colonel Chesney, R.A., &c, &c. 

Bushire, July 17, 1836. 
The river Euphrates is evidently a navigable stream. I 
am acquainted with it from SumeVsat, in the Taurus, to its 
embouchure in the Persian Gulf, a distance of upwards of 
1,200 miles ; and in that extent there are only two real diffi- 
culties, both of which are super able, by undergoing an ex- 
pense quite disproportioned to the importance of rendering 
efficient at all seasons of the year, and throughout so length- 
ened a course, the navigation of this noble river. 

There is, indeed, amongst almost all the tribes a cupidity 
that is easily aroused, and which would stir the people up 
to new exertion in order to obtain comforts and luxuries 
with which they would then first become acquainted, and 
could not be slow in appreciating. The boasted frugality 
and indifference of the Arab are not proof against the inven- 
tions of an improved mechanism in cutlery or fire-arms ; and 
nowhere is there displayed a greater anxiety for gay dresses 
and ornaments : this taste is indeed almost a passion with 
both sexes. "With abundant instances of the operation of 
these incentives, we have also seen examples of feelings com- 
mon to human nature (a nature which is less barbarous here 
than is commonly supposed) of the love of decorating their 

* This distinguished and accomplished officer died when Adjutant 
General o f the British Army in the Crimea. 



39 



children, and of a desire to improve their condition ; nor is 
there here any of the Bedawm apprehension of doing what 
may be considered derogatory to the discipline handed down 
by their ancestors, or capable of affecting their warlike inde- 
pendence. 

The whole character of the descent of the river made by 
the " Euphrates " steamer, demonstrated in the most decisive 
manner that the great moral difficulties which it was supposd 
would have to be overcome, only exist in the exaggerated 
alarms created by the predatory habits of the Bedawm of the 
Desert, or degenerated tribes like those of Sinjar. The 
Arabs, I firmly believe, never dreamt, and are incapable, 
except when guided to it by superior wisdom, of a combined 
plan of operations. But it was an unexpected spectacle 
which was offered at the opening of the navigation, in the 
coming forward of the sheiks and elders of the most reputable 
and powerful tribes to cultivate the acquaintance and seek 
the protection of the commander of the Expedition. 

When a melancholy accident deprived the Expedition of 
half of its physical power, the same impression continued in 
operation ; and instead of a demand of tribute or customs, as 
was so confidently anticipated by some, the tribes were ready 
even with pecuniary sacrifices to seek the protection of the 
British flag. 

That little dependence can be placed upon the Arabs, is, 
with regard to many of the most affluent tribes, only the 
calumny of an irritated or an ignorant traveller. At all 
events it must be kept in mind, that the first who may bring 
those uninformed nations in contact with a civilization which 
excites their love and admiration, is at least the most likely 
to establish lasting associations in their bosoms in connection 
with the early dawn of a new order of things. 

The advantages which are presented by the opening of the 
navigation of the river Euphrates belong to universal civili- 



40 



zation, as well as to an increase of national power. The 
waters of this great river flow past the habitations of up- 
wards of four millions of human beings, amongst whom 
their own traditions have transmitted the sense of a revolu- 
tion to be effected by the introduction of a religion of humi- 
lity, of charity, and of forbearance. 

The intellectual powers of the descendants from the most 
noble stocks of the human race are not extinct in their pre- 
sent fallen representatives, and it would be difficult to say to 
what extent civilization might flourish when revived in its 
most antique home. The mental privileges of the Arab, 
overwhelmed by moral despotism and political insecurity, 
are not less than those of their Assyrian, their Babylonian, 
or their Palmyrean ancestors. 

The national importance of this navigation is of the most 
comprehensive character. Every one acquainted with the 
history of the communication of nations, which, as Montes- 
quieu has ably pointed out, is the history of commerce, must 
be aware that those circumstances which led to the annihila- 
tion of the commerce of the East, would be revolutionized by 
the opening now proposed to be effected ; and that while 
civilization might be confidently expected to return to its 
almost primeval seat, it would do so under a very different 
aspect, and with vastly improved means over the days of 
Opis and Ophir, or of Cercusium and Callinicum. 

All these advantages are to be obtained by the navigation 
which you have entered upon, and of which you have proved 
the practicability. 

(Signed) William Ainswoeth, 

Geologist to the Euphrates Expedition. 
Colonel Chesney, E.A., &c. &c. 

"The exploratory voyages in descending and ascending 
the rivers Kartin, Tigris, and Euphrates, have," £ays General 



41 



Chesney, " sufficiently proved the practicability of their navi- 
gation with vessels of a suitable construction."* 

February 22, 1855. 

I may remark that I commanded the Euphrates Expedi- 
tion for a year, and made the ascent of the Euphrates from 
its mouth to Beles in two steamers, which are now on the 
Indus, Nimrod and Nitocris, in 1840, and am acquainted 
with the whole of the tribes and difficulties. I cannot advo- 
cate the route for passengers until steamers are placed on the 
rivers; but of the practicability of the line (of the Euphrates) 
there is no doubt, and of course from Scinde it becomes still 
more available. 

I shall be glad to learn the above being of use to encourage 
the project. 

I should say vessels smaller than the Indus boats would be 
needed at first, but not much; those now on the Indus were 
the ones I worked up the Euphrates in 1840. 

All (the tribes) are disposed to come to terms with the 
English, if we once made our appearance. 

(Signed) C. D. Campbell, 

Captain I.N. 

Capt. B. K. FlNNIMORE, &c. &c. 

The results of the Exploration of the Euphrates from 
its commencement under General Chesney, may, we believe, 
be thus stated : — 

1. The descent of the river Euphrates from Bir to 
Bussorah, by General Chesney. 

2. The navigation of the river Karoon from Mohamrah 
to Ahwaz, by the steamer Euphrates, commenced by the 
officers under General Chesney. 

* Vide Expedition for the survey of the rivers Euphrates and Tigris, 
by Major-General Chesney, R.A., F.R.S., &c. Ordered by the British 
Government. Longman, Brown, Green, and Longman. 1850. 



42 



3. The ascent of the Tigris as far as Bagdad, and the 
further ascent of this river towards Mosul, by the same 
officers. 

4. The ascent of the river Tigris to Koot Abdullah, 
near Mosul, by Captain Lynch. This ascent proved the 
practicability of the navigation of the Tigris as far as Mosul, 
during the freshes, by vessels properly constructed. 

5. The passage of the Leglowiyan Canal between the 
Tigris and Euphrates, near Bagdad, by Captain Lynch. 
Had this canal, which was subsequently destroyed by Aali 
Pasha, remained open, the results of a direct and short water 
communication between the two rivers might have proved 
highly important. The navigation of the lower part of the 
river Euphrates, which on account of the Lemlum marshes, 
might have been avoided, and the ascent of the river com- 
menced above Hillah. 

6. The ascent of the Hud, by Lieut. Campbell ; of no 
practical importance, but interesting as proving that this 
body of water is derived entirely from the Tigris, and is 
not the outlet of any river descending from the Persian 
mountains, as generally conjectured. 

7. The ascent of the river Euphrates from Bussorah to 
Belis by Lieut. Campbell. The most important event of the 
expedition with reference to the difficulties to be surmounted, 
and the dangers to be encountered. 

8. The passage of the Hie, by Lieut. Selby ; of great 
practical importance in a commercial point of view, and an 
undertaking of no small difficulty and danger^ from the 
character of the Arab tribes occupying its banks. 

9. The ascent of the Kirkah to a considerable distance 
by Lieut. Selby, chiefly interesting in its geographical 
results. 

10. The ascent of the Karoon from Mohamrah to Ahwaz, 
and its subsequent ascent from Mohamrah to Shushter ; of 



43 



the Aub Gargar, from its junction with the Karomal 
Band-i-Kio at Shushter ; and of the river Dizful, from its 
junction with the Karoon to the vicinity of Dizful, by Lieut. 
Selby. 

11. The navigation of the Bamisheer, from Mohamrah 
to the sea, by Lieut. Selby; also of high importance to 
British commerce, as proving a communication between the 
Persian Gulf and Mohamrah, and the Karoon, for vessels 
of large burthen, without entering the mouths of the 
Euphrates. 

Such are the chief results of the Euphrates expedition, 
many of which, it will be perceived, are of the highest 
importance. From the various successes attending the above 
undertakings, and from the observations which were made 
by the officers employed, we may come to the following con- 
clusions : — 

1 . That the river Euphrates, from Korna to Bir, is naviga- 
ble throughout the year by boats properly constructed. 

2. That the river Tigris is navigable at all times of the 
year between Korna and Bagdad, for vessels drawing less 
than five feet water. 

3. That the Bamisheer is at all times navigable for 
vessels of a large size. 

4. That the Karoon and the river of Dizful are naviga- 
ble during the freshes, and probably throughout the year, to 
vessels properly constructed, the only obstructions occurring 
at Ahwaz, at which place the river Karoon is crossed by a 
bund — through an outlet in which Lieut. Selby was able to 
warp a steamer without difficulty. 

5. That the Hie is navigable from the Euphrates to the 
Tigris during the freshes. The obstructions occurring in the 
stream from banks raised by the Arabs for the purpose of 
exacting tolls from vessels, being merely temporary, and 
easily removable. 



44 



A few words upon the history, and the results of an 
undertaking which, at its commencement, excited no ordinary- 
interest in Europe, may not be unacceptable to the reader. 

Few expeditions were commenced under more favour- 
able auspices than that destined for the navigation of the river 
Euphrates. The management was confided to an officer, 
equally distinguished for abilities, for enterprise, and for 
scientific, geographical, and historical knowledge. The 
officers who were appointed to accompany him, were men of 
experience, and well calculated to superintend an arduous 
enterprise. The object contemplated by the expedition was 
the establishment of a rapid and safe communication with 
India, and the advantages which might accrue to British 
commerce, and to British influence, were not to be lost 
sight of. 

General Chesney gave to the world his great work on the 
Expedition and its objects, and Mr. Ainsworth, the eminent 
geologist and geographer, who accompanied the expedition, 
published his private memoranda upon the geography, geo- 
logy, and natural history of the countries watered by the 
Euphrates, the Tigris, and their confluents, and his work 
was highly creditable to his perseverance and scientific 
knowledge. 

It appears that the East India Company, after the 
transfer of the steamer Euphrates, still anticipated important 
results from the navigation of the rivers of Mesopotamia. 
Three new vessels were added, and in the year 1840, four 
steamers under British colours floated under the walls of 
Bagdad. The company directed the new vessels to be 
shipped in pieces in England : in this state they were sent 
round the Cape, and put together under the superintendence 
of competent engineers at Bussorah. 

In the spring of 1841, Lieutenant, now Captain C. D. 
Campbell, I.N., commenced with the steamers Nitocris and 



45 



Nimrody the ascent of the Euphrates, and surmounting all 
difficulties, reached Belis. In those days it required remark- 
able courage, perseverance and skill, to effect its successful 
ascent. By all these qualities Lieut. Campbell was eminently 
distinguished. His mild and amiable disposition rendered 
him an universal favourite amongst the Arab tribes, as well 
as amongst those natives who were immediately connected 
with the expedition. His knowledge of their character, his 
patience and equanimity, enabled him most effectually to 
conciliate the wild inhabitants of the banks of the Euphrates. 
Those only who are acquainted with the difficulties to be 
encountered in the first ascent of a river like the Euphrates, 
can appreciate the success of Lieut. Campbell, which was 
unattended by a single accident or objectionable occurrence. 

The steamers remained at Belis during the greater part 
of the year 1841, and their presence is said to have had a 
decided influence in the north of Syria during the war with 
Mehemet Ali. 

During the absence of Lieut. Campbell, the Euphrates 
and Assyria steamers were confided to the care of Lieut. 
W. B. Selby. This enterprising officer explored the river 
Karoon, the river of Dizful, the Kerkham, the Hie, and the 
Bamisheer. He ascended the Karoon to Shushter, both by 
the main body of the river, and by the Aub Gargar, or 
artificial canal: he fully established the practicability of the 
navigation of the Bamisheer, and proved the possibility of 
communicating by steam between the Euphrates and Tigris by 
the Hie : and should a steam communication be hereafter 
established on the rivers of Mesopotamia and Susiana, for 
commercial or other purposes, (which we firmly believe will 
before many years be the case,) the discoveries of Lieut. Selby 
will be duly appreciated. This officer was, by his courage, 
perseverance and scientific knowledge, admirably calculated 
for an expedition of this nature. By his valuable charts and 



46 



reports, he has illustrated the comparative geography of one 
of the most ancient, although least known, provinces of the 
Assyrian empire — Susiana. He has connected by scientific 
observations the course of the Eulceus, the Choaspes, the 
Coprates, and the Pasitigris, with the range of mountains 
forming the great chain running to the east of Shushter, and 
with the rivers Euphrates and Tigris. He has proved the 
practicability of rivers, the course of which was hitherto 
almost unknown, and all his discoveries will confer important 
benefits upon British commerce. 

9th July, 1856. 

I deeply regret (says Captain C. E. Campbell,) that time 
will not permit me to enter upon the subject of the naviga- 
tion of the Euphrates at the length or with the consideration 
that the subject deserves ; I must confine myself to a few 
remarks to record my most unqualified opinion that the 
Euphrates is navigable the whole length of its course from 
the Persian Gulf to the highest point to which my own ob- 
servation has extended — namely — Seles. 

In the high season, when the snows melt above, the river 
becomes a vast expanse of water, offering really no obstacle 
to vessels of considerable draught of water and respectable 
speed, navigated with skill and local knowledge of the river. 

In the low state of the river, the volume of water is 
greatly reduced, especially from September to December, 
when the channel becomes contracted and the difficulties 
increased. But inasmuch as the bed of the river is thus less 
extended, and the flow of the water still fully equal to the 
Rhine, a practicable passage is the more certain of being 
found, provided vessels of suitable size, draught and speed 
are made use of. 

The fords in the upper district of the river offered the 
greatest difficulties to the vessels hitherto used. There the 
depth is never less than two feet three inches, and as the 



47 



steamers drew three feet six inches, it was an evident im- 
possibility to get them over these points ; they therefore had 
to be dragged through them by main force. 

There are several dangerous places in the district between 
Anna and Hit, which is very mountainous, and the river 
bed contracted and tortuous, causing numerous little falls or 
rapids, which have plenty of water but great velocity but 
the greatest velocity by actual trial was found to be a little 
less than 6| knots (or nautical miles) per hour,* hence is not 
more than the ebb spring-tide through the arches of Black- 
friars Bridge, and the seriousness of such an obstruction is 
thus clearly and correctly to be considered as trifling when 
breasted by vessels of a speed of twelve knots. 

The above-named spots seemed to me, in ascending the 
river as very formidable, but on our return we found our 
fears had exaggerated the nature of the danger, and im- 
proved knowledge enabled them to be passed without the 
slightest accident. 

The lower part of the Euphrates becomes a sluggish, 
turbid stream, wide and deep till past Hillah, when it be- 
comes lost in numerous cuts and ultimately overflows the 
country, and is difficult to navigate with convenience and 
speed ; I therefore think that it should not be adopted as a 
route for the steam-vessels, but that they should turn off at 
Felugia and pass through a canal to the Tigris, a little 
below Bagdad (already open for the purposes of cultivation), 
and thence descend the Tigris to Bussorah through a chan- 
nel of far superior character, which can be navigated by 
night as well as by day, by vessels drawing nearly four feet 
water. 

# The general velocity of the current is never more than four knots in 
the high season, and three in the low, in the upper district of the river. 
In the lower district, the current is not more than 2 and 2| knots all 
the year round. 



48 



The difficulties of navigating the Euphrates may be 
classed under two heads, viz., moral and physical ; the first 
from the state of the tribes and country generally being 
without rulers or protection, causing great trouble and 
anxiety, but by no means insurmountable, as our experience 
of the tribes justifies me in saying that they can be induced 
by conviction of their best interests being identical with 
the opening of the river, to render valuable and steady aid 
where they before showed hostility and suspicion, and thus 
cause these moral obstructions to actually melt away before 
the progress of events. 

The second, or physical difficulties, were indeed formid- 
able to steam navigation in its infancy; but, I may ask, 
where is there now difficulty in obtaining boats to run a 
speed of 12 to 13 knots and drawing not more than two 
feet water ? Such boats are to be seen every day on the 
Thames, and with them the Euphrates can be navigated 
from end to end. Skill and experience, and a little outlay 
will remove may difficulties which our ignorance of the 
localities and set of the current made us regard as very 
formidable ; and the fact that a sufficient volume of water 
always finds a vent, without anything like the perils of the 
iron gates of the Danube, will show that there is no really 
serious or insurmountable obstruction to be overcome. 

(Signed) C. D. Campbell, I.N * 

W. P. Andrew, Esq. 



* Extract from a Memorandum on the Navigation of the Euphrates 
by Captain C. D. Campbell, I. N., addressed to W. P. Andrew, Esq., 
Chairman of the Euphrates Valley Eailway Company. 



49 



(EXTRACT,) 

Dear Sir, 15th July, 1856. 

In constructing (writes Captain Charlewood,) your 
contemplated Railway between the Mediterranean and the 
Persian Gulf, it occurs to me that one of the very first steps 
to be taken, is the navigation of the Euphrates with an 
efficient flotilla of steam-vessels. 

By adopting this course a strong moral influence will be 
obtained over the Arabs, an influence which, indeed, already 
exists over the tribes located between Bagdad and Bussorah, 
where one steam vessel is still retained by the East India 
Company for the purpose of maintaining order. 

I also fully anticipate that a passenger and goods traffic 
can be commenced with success, without waiting for the 
completion of the Railway between Seleucia and Ja'ber. 
At present the river districts receive their supplies through 
Bagdad, Damascus, Aleppo, &c, after a costly desert jour- 
ney ; if, therefore, the proposed steam vessels can at once 
place depots of the class of goods required, at the different 
towns on the banks of the river, the low rate at which these 
goods could be sold, would surely be beneficial and assist to 
pave the way for a free and secure communication between 
this hitherto almost inaccessible country and the modern 
civilized world. 

But the question here arises, Is the Euphrates navigable ? 

I must regret that it is necessary to discuss this question, 
doubts still existing in some persons minds, notwithstanding 
the almost unanimous voice of the officers who have taken a 
part in the surveys of this great river. I say almost unani- 
mous voice, having been informed that one officer (and 
I believe one only) who has examined the Euphrates, has 
pronounced it to be unadapted for navigation, principally 
upon the strange ground (if true), that at the low season " it 
dries up into pools." 

E 



50 



" True it no doubt is, that at the low season the Euphrates 
does form pools of water ; but, as another officer who has 
great practical knowledge of the river, has recently observed 
e< there is always a considerable stream of water Joining these 
pools together" 

General Chesney 's expedition (in my connection with 
which I have always felt the greatest pride) was located for 
at least one year upon the banks of the river, below the 
town of Birjick, and about one hundred miles above where it 
is proposed to commence the navigation. Here at all events, 
we have proof enough that the Euphrates never dries up, 
but at the lowest season is a good sized river, rolling 
onwards in a considerable volume of water, about thrice the 
size and volume of the upper Thames where that river is not 
affected by the tide. Considering also the large tributaries 
the Euphrates receives in its course downwards below 
Birjick, it manifestly must be an error to suppose that it ever 
dries up into pools of water. 

And now with reference to the least depth of water in the 
low season. I will pass over that great authority, General 
Chesney, whose favourable opinion must be known to all 
interested in this matter, and who carefully sounded the 
river as he passed down on a raft during the low season 
(although possibly not at the very lowest), and at once 
call your attention to the opinion and experience of a 
thoroughly practical and able officer, who, with the excep- 
tion of General Chesney, has had far greater opportunities 
of obtaining a knowledge of the capabilities of the Eu- 
phrates than any one else. I allude to Commander Campbell 
of the Indian navy, who took two steam vessels of unsuitable 
dimensions from Bussorah to Beles and back. This officer 
had opportunities of deliberately obtaining the depth of 
water in the very shallowest places, and he states that 
this depth of water in one place (the Hainadee ford in the 



51 



upper part of the river) was two feet three inches at the 
lowest. But of this there is some little question. His 
first lieutenant, who assisted in obtaining the soundings, on 
referring to his notes, finds that the least depth was three 
feet. Captain Campbell, however, to ensure against error, 
assumes it to be two feet three inches for four months 
in the year. He also expresses a decided opinion, that with 
proper vessels, the Euphrates is capable of navigation 
throughout the year, there being no difficulties equal to the 
iron gates upon the Danube. My experience of the river 
entirely confirms Captain Campbell's views, and feeling 
assured of the correctness of that officer's soundings, I 
do not hesitate to state my conviction that there are no 
obstacles to the navigation of the Euphrates from Jabber 
to the Persian Gulf throughout the year. Before quitting 
this subject I may perhaps mention that those persons who 
are still doubtful about it, may argue, that although it is 
true steam vessels have succeeded in passing up and down 
the river, yet it has not been satisfactorily navigated by 
them The reply to this argument, I think is clearly un- 
answerable, namely — The lowest depth of water had not 
been correctly ascertained, and consequently the vessels were 
in most respects unadapted to the navigation. 

Let us imagine an officer being ordered to survey the river 
Thames above bridge, and for this purpose he was sup- 
plied with a large steam vessel drawing five feet of water, 
and with an average speed of 6 J knots an hour. What 
should we think of this officer's opinion, if, after the failure 
he must of course undergo, he reported that the Thames 
above bridge was not navigable, that he found it full of rocks 
and shoals, some with only three feet of water over them, and 
that the rapids between the bridge piers (i.e., the rocks) 
were terrific, their rate being about seven knots an hour, 
whilst his vessel would only steam 6| knots ? And yet 

e g 



52 



this cannot not be very dissimilar from the true position of 
those, who having examined the Euphrates in unsuitable 
vessels, pronounce it to be unnavigable. The rapids in 
that river beyond question have less velocity than the rapids 
between the Tliames bridge piers. 

That the Hainadee and other fords may if necessary be 
deepened with a trifling expense, is an after consideration ; 
it is clearly desirable in the first instance, to construct 
vessels which can navigate the river in its present state 
throughout the year, and ultimately it may also be found 
judicious to have a larger class of vessel to navigate during 
the high season. 

An efficient flotilla must be provided to commence with, 
and I have no doubt as to Mr. J. Laird of Birkenhead, who 
has the greatest experience in building iron vessels for river 
navigation, being able to construct suitable steam vessels for 
the Euphrates, and drawing not more than two feet water 
when loaded. 

It would of course be impracticable to accommodate many 
passengers in steam vessels of this class. Captain Campbell's 
proposal to tow the passengers in iron flat boats fitted for the 
purpose, is therefore, manifestly the most feasible method. 

(Signed) E. P. Charlewood, 

W. P. Andrew, Esq. Captain, R.N. 

A steam route being thus established by rail and river 
between the Mediterranean Sea and the Persian Gulf, the 
shortest and most rapid means of communication between 
the capitals and emporia of the West and East would be at once 
open for political and commercial purposes. It being intended 
to co-operate with the river and make it available for commerce, 
by removing natural obstructions, and introducing steamers 
of imprgved construction, and to supersede it gradually 
by the railway as the future sections of the Line are carried 
down the valley of the Euphrates, from the right bank 



53 



opposite Ja'ber Castle to Phumsah, the ancient Thapsacus. 
Crossing into Mesopotamia at this suitable place, the railway- 
will be carried along the plain between the Euphrates and 
Tigris by Anah and Hit to the environs of Bagdad; and 
thence by Babylon and Hillah to the confluence of the 
Euphrates and Tigris at Kurnah, where there is sufficient 
depth of water for the largest steamers ; or to Bussorah, 
thirty-seven miles nearer the head of the Persian Gulf, where 
an extensive trade is already established, and where there 
is ample accommodation for square-rigged ships of large 
burden. 

With the forts and docks of Sebastopol ends the dream of 
the conquest of Stamboul by the barbarians. Nevertheless, 
a great authority has lately told us, through a most unex- 
pected medium, that "the war has repelled Russian aggres- 
sion for the time, but .... it does not offer us a permanent 
and sufficient security. It has gained us breathing time, and 
breathing time may be all-important." A well known traveller 
and explorer in the East has also publicly called attention 
to the fact, that " The neutralization of the Caspian Sea. still 
a Russian lake, is deemed worthy of consideration by these 
unpolitical people who have been suspected of discussing, en 
petite comite the subsidizing of Schamyl, the exclusion of 
Muscovite influence from Kurdistan, and the re-establish- 
ment of British prestige in Persia, the salvation of Khiva, 
and the curious, though scarcely the delicate question, — 
What are the frontiers of Russia in Central Asia? The 
Araxes, or the Persian Gulf, or the river Indus ? 

" Early in the present century two great military routes, 
according to Sir J. M'Donald, connected Russia with north- 
ern India. The line of least resistance, if we may trust 
Eldred Pottinger, lay through Mushed, Herat, Cabul, and 
Candahar to Peshawur. The other, passing by Bokhara, 
Balkh and the Hindu Kush, was deemed impracticable until 



54 



General Harlan's Paropamisan march with artillery in 1838. 
This subject engrossed the attention of Sterling, Conolly, 
Burnes and Abbot, MouraviefF, Orloif, Zimmermann, and a 
host of others. Captain Grover complained that the British 
public believed Bokhara to be in Persia. But in 1836 Mr. 
M'Neill went to Teheran as minister, and Mr. David Urqu- 
hart became secretary of embassy at Constantinople, while 
Mr. B. Fraser remained as oriental reporter in Downing- 
street. The Eastern question was written up, skirmishers 
were thrown out in the daily papers, the monthlies swept the 
field in serried files, cavalry and artillery succeeded in pam- 
phlets and reports, the heavy quarterlies acted as support, 
and a huge portfolio the reserve ; the Guards' charge was, 
the " Progress and Present Position of Russia in the East." 
M'Neill, Chesney, and their followers, proved the northern 
apothegm — (e The road to the English lies through Persia." 
They showed that an invasion of India was not only pos- 
sible, but probable. To the frigid apathy of 1828, succeeded 
the fever fit of 1838, and relapses of Russophobia through 
the five subsequent years. 

" Presently the question of Indian invasion, via Persia, 
chameleon-like, changed its colour. In 1839 Perofsky ad- 
vanced upon Khiva, " to strengthen in that part of Asia," 
said his master's manifesto, " the lawful influence to which 
Russia has a right." Honneur oblige ! At the same time, 
England prepared to push a spider's web beyond the Hindoo 
Kush for the purpose of entangling Dost Mahomed. It is 
printed, that Baron Brunow then remarked to Sir J. Hob- 
house, (e If we go on at this rate, Sir John, the cossack and 
the sepoy will soon meet upon the banks of the Oxus and 
that the president replied with a spirit, — ' Very probably, 
Baron ; but, however much I should regret the collision, I 
should have no fear of the result.' 

" In this year of grace, 1856, the Proteus once more alters 



55 



shape. The sun of Circassia, Persia, Kurdistan, Khiva and 
Afghanistan, has sunk below the political horizon in Eng- 
land. Russia has pushed on her lines through the dark. 
The first parallel, the Caucasus, is, and is to be, purely- 
Russian. The second, Persia (allowed in Nasir El din Shah's 
day peacefully to occupy the Herat, for which Mahomed 
Shah was all but invaded), is also exclusively Russian. The 
third, AfFghanistan, remains ; but the head of the Russian 
sap, diplomacy, is firmly planted in the land."* 

Active and efficient measures might have broken up these 
parallels, and crushed Trans -Caucasian Russia, even in the 
last campaign. As it is, Russian conquest has only changed 
its direction — foiled on the shores of the Euxine and the 
Sea of Azov, she turns to the Caspian and the Sea of Araal. 

In Western Europe pageantry may be said to be passing 
out of date, for neither is it felt nor is it required. We have 
to travel two thousand miles towards the rising sun, to pene- 
trate frontiers almost sealed to the traveller, to plunge into 
barbarous tribes, and find ourselves in the heart of an ancient 
serfdom, in order to see in full force the old language of 
human magnificence. The cavalcade which ten days ago 
conducted the Emperor of All the Russias into his ancient 
palace is a fit successor of the old Roman triumph. In this 
country none ever saw its like ; none ever will ; and were 
the States of old Europe to become even greater and wealthier 
they would neither have the materials nor the sentiment for 
such a display. No doubt they who gazed on that rushing 
stream of silver and gold and jewels, of the finest horses and 
men, the most singular races, and the quaintest costumes in 
the world, extending five miles in length, and who also knew 
that in all that multitude of observed and observers there was 
probably not one who was not ready to die for his youthful 
Emperor, could hardly but feel him to be the greatest 



* Letter by Richard T. Burton, Bombay Army. 



56 



sovereign in the world. We shall not question it. For 
such titles there is no contention in these days. The subjects 
of Queen Victoria count three to one for those of the Czar ; 
their wealth, their freedom, their arts, the grandeur of their 
traditions, their historical antiquity, are even greater in the 
scale of comparison. Nevertheless we need not dispute that 
there is no such potentate, so autocratic, so exalted, so mag- 
nificent, as Alexander Nicolaievitsch ; and that he is the only 
one of the sons of men whose position entitles him to such a 
procession as that described in our columns this day. No 
one but he combines with Asiatic magnificence European 
policy, organization, and wealth. No one but he holds the 
greater part of two continents, and occupies the shores of 
two oceans, and two great inland seas. No one but he is 
absolute lord of sixty millions of men, still retaining the 
hardihood and prowess of ancient barbarism. Nations are 
fused into the ranks of his army, and history may explore 
the roll of his procession. When he enters the famous 
Kremlin, it is a portion of the human race that conducts him ; 
and the roll of names reminds one of those which heralded 
the earliest conquerors of mankind. 

" Yet the slightest reflection is enough to remind us that, 
whatever the meaning and virtue of this pompous cavalcade, 
it denotes not unbounded power, paramount destiny, immu- 
table institutions, or anything beyond the common lot of 
humanity. Let marshals, and chamberlains, and masters of 
ceremonies do as they will, they cannot fix for ever the type 
of human events, even those of the most arbitrary and 
artificial character. In all its circumstances, even those 
which contribute to its grandeur, the coronation of Alex- 
ander II., is a very different thing from that even of his 
father thirty years ago. In that difference we read the law 
of progress, to which even imperial institutions must bow. 
But what are these circumstances which forced themselves 



57 



on the notice, even amid the roar of artillery, the clash of 
bells, the braying of trumpets, and the shouts of awestruck 
multitudes ? What are the events even more striking than 
the wild costume and caparisons of Calmucks and Mingre- 
lians, and Circassians, and Imeritians — more impressive than 
the now familiar names of Russia's powerful yet devoted 
aristocracy? In the unparelleled magnificence of the pre- 
sent ceremonialj in its enormous cost (computed at a million 
sterling), we see the growth of that wealth which has laws 
of its own, and which changes institutions even while adorn- 
ing them. If this occasion is grander than the last, then it 
is so far another thing than the last, and who shall tell what 
the next change shall be ? Sixteen hours brought Alexander 
with perfect safety and comfort from the shores of the Neva 
to the walls of Moscow. Who could have dreamt of that 
in the year 1826 ? Yet the railway from St. Petersburg to 
Moscow is only the first link in a fretwork which is to cover 
the whole empire. By the electric wire some particulars of 
the actual coronation reached this city yesterday, and might 
have come in less than a minute. In the representatives of 
the British press, and the numerous other strangers at 
Moscow, we see the forerunners of a vast influx, which 
cannot but be beneficial to Russia and to the general in- 
terests of the world. All this portends change, for improve- 
ment is change, though seldom without some sort of 
sacrifice. But who could forget, even while gazing on that 
spectacle of glory and might, that but one year before 
Russia had been compelled to abandon the vast port and 
arsenal she had prepared for the extension of her empire 
further into the heart of three continents ? This mighty 
pomp, full of traditions of the past, and bursting upon us 
like the very climax of imperial splendour, comes indeed at 
the moment when Providence has pronounced the doom, 
" Thus far, and no further." Henceforth all these nations 



58 



and tribes will have other employment than to augment their 
muster-roll. The list is complete. The work of conquest is 
done. In that vast human column we read the working of a 
great policy, but we read it to the end. Such is the true 
reading of that gorgeous living inscription. What shall we 
read when next the roll is opened ? 

" But these are not the thoughts of an envious rival. It 
is Russia's best interest to give up a dream which, at the 
best, is one of misery, bloodshed, and injustice, and to 
escape the inevitable retribution that hunts down the con- 
queror. Russia's own statesmen know this, and they are 
preparing to divert and concentrate all those mighty energies 
and all those fresh impulses to the internal and social im- 
provement of those sixty millions. Unassailable within her 
own frontier, secure of the implicit obedience of her people, 
Russia would be without excuse were she still to convert the 
strength of all that people and all that soil into the means of 
destruction. The war itself has happily brought to light the 
want of internal communications, and the disadvantage any 
state so conditioned must lie under in comparison with its 
wiser and more fortunate neighbours. The few miles of 
railway which we have laid on Russian soil are a hint which 
she will improve a thousand fold. So all those numerous 
tribes that figure in Alexander's long triumphal escort, 
though thirty years ago they might be a warlike demonstra- 
tion, to-day only celebrate the triumphs of peace, and ask for 
the universal extension of its benefits. They represent how 
much is to be done, and what duties devolve on the man 
who claims the lordship of so vast a territory, and the obe- 
dience of so many races and tongues. The government that 
can muster all these men, to march in one column to one 
solemn measure, can do more. It can give them all leisure, 
opportunity, and encouragement for those works of peace 



59 



which even savages and soldiers love better than war, when 
the choice is offered them." But will it be offered to them ? 

Let us not be dazzled by such a picture. Russia may 
pause to gather strength, but she is still Russia, and a 

u PEACE RATIFIED MAY NOT BE PEACE SECURED." So far 

as the present security of the Ottoman Empire is concerned, 
no one disputes that the objects of the war have been, to a 
certain extent, attained. The neutralisation of the Black 
Sea— the demolition of Russian fortresses — the reduction of 
Russian armaments, which once existed in dangerous proxi- 
mity to Constantinople — each of these is unquestionably a 
concession of no trifling moment. The restoration of Ismail 
— that blood-stained trophy of the ambition of Catherine the 
Second and of the ferocity of Suwarrow — affords an impor- 
tant security to the Sultan against any further aggressive 
movement from Bessarabia. The residence of European 
Consuls at Sebastopol and Nicholaieff will effectively prevent 
the sudden appearance of a Russian fleet in the waters of the 
Golden Horn. Of still greater consequence is the admission 
of the Ottoman Empire to the dignity of a place in the 
general Councils, and a participation in the benefits of the 
international Code of Europe. But the question still returns, 
whether, even allowing that much has been done, much more 
might not easily have been effected — whether all has been 
insisted upon, which would certainly have been conceded — 
whether the concessions actually obtained are such as under 
existing circumstances the Allied Powers were not only 
entitled, but bound by the clearest rules of policy to demand. 
The late war, like wars of a less recent date, has shown con- 
vincingly that Turkey, formidable in her means of defence 
upon the Danube, is essentially weak on her Asiatic frontier, 
and that her vulnerable point can be most easily reached, 
not by armies menacing Widdin or Silistria, but by armies 
defiling through the passes of the Caucasus. On this side, 



60 



there is still no material guarantee afforded against Russian 
aggression. Deprived of its Asiatic provinces, it is plain 
that the Ottoman Empire could not for six months together 
hold its ground as an independent power, or be prevented 
from falling by a general insurrection of the Christian races 
under its dominion. The security of Asiatic Turkey should 
therefore have formed an indispensable condition of the 
Treaty of Paris. As it is, if ever a new cause of quarrel 
brings the Muscovite and Ottoman armies once more into 
mortal collision, we may be assured that the former, taught 
by experience, instead of attempting that front movement 
which has again and again been frustrated, will confine their 
operations to attacking that flank of their adversaries which 
is still left unprotected, and which, under existing circum- 
stances, it would perhaps be impossible successfully to 
defend. Let us add to these considerations the consideration 
no less important to England, that Persia is still as much 
exposed as ever to the march of the Russian forces, and that 
Tiflis commands not only the road to Teheran, but the 
readiest route to the gates of Herat. If British India was 
ever endangered by the ambition and intrigues of the suc- 
cessors of Peter the Great, it may be imagined whether the 
peril is less, now that Russia, barred from the further deve- 
lopment of her power in Europe, is compelled to turn her 
attention to Central Asia, and to substitute in her visions of 
future conquest the Southern Coast of the Caspian for the 
Southern Coast of the Euxine Sea — now that, in addition to 
her long-standing jealousy of England as her great rival in 
the East, she is further excited against this country by the 
remembrance of a serious injury, and the shame of an open 
defeat. To France and to Austria it is of little consequence, 
whether Circassia is free or dependent — whether Georgia is 
occupied by the troops of Abdul Medjid or the troops of the 
Czar Alexander. But the statesmen of England may yet 



61 



live to lament the day, on which an invaluable opportunity 
was lost of protecting the shores of the Indus by an alliance 
with the warlike tribes who command the banks of the Terek, 
and of making the ridge of the Caucasus the advanced line 
of defence of our empire in Hindostan. 

In the sixth number of Dr. Petermann's Mittheihmgen 
iiber roichtige neue Erforschangen auf dem Gesammtgebiete 
der Geographie there is an interesting article on West 
Siberia, its physical nature, industrial products, and geogra- 
phico-political importance. According to this description 
the Siberia of now-a-days, in consequence of the constant 
advance of the Russians towards the south, contains regions 
that may be called the Italy of Siberia, and which in respect 
of climate do in fact equal the Italy of Europe. The terri- 
tory that the Russians have taken possession of during the 
last ten years between the Caspian Sea and the Empire of 
China, in the direction of our Indian possessions, is more ex- 
tensive than Great Britain, France, Turkey (in Europe), and 
all Germany, including Prussia and Austria, put together, and 
gives into their hands the keys of the fluvial territory of the 
Jaxartes and the Oxus, within the confines of which the 
ancient realms of Bockhara and Kokan lie. Petermann's 
description of the extent, population, and political impor- 
tance of West Siberia is rendered more graphic by two maps 
of the seven gubernia or governments into which it is 
divided. The first exhibits the density of the population, by 
a systematic gradation of the colouring of the maps ; the 
second divides West Siberia, also by its varied colouring, into 
four separate regions, which he distinguishes as the regions of 
agriculture, of mining, of fishing, or the chase, and of cattle- 
breeding, or the region of steppes. To these is added a 
fifth region, that of the salt-lakes. 

According to a recent letter from Berlin, an expedition is 
just now being fitted out in St. Petersburgh for the thorough 



62 



survey and sounding of the Caspian Sea ; considerable im- 
portance is attached to this undertaking in connexion with 
the Russian trade with Central Asia, Persia, and the Trans- 
caucasian islands. At the instance of the Grand Duke 
Constantine, Lieutenant SwaschinzofF was sent in 1854 to 
Astrachan for the purpose of making a preliminary survey 
and drawing up a plan for a thorough mapping of the sea 
and the countries surrounding it. As a fundamental feature 
of the plan which he has in consequence submitted to the 
Government, and which has met with approval, that all the 
hydrographical measurements shall be checked and proved 
by astronomical observations, Lieutenant SwaschinzofF has 
selected and sent three naval officers to the observatory in 
Pultowa, for the purpose of obtaining the necessary instruc- 
tion; for the astronomical portion of the work, 17,848 silver 
roubles have been assigned during the years 1856-7. 

Sir Justin Sheil thinks it would be advantageous, in the 
present conjuncture of affairs, for the British to take up (e a 
formidable position at Candahar." He says, that by so 
doing we should (( go far to deter even speculation on the 
chances of invasion" 

" Russia," he continues, " may be said to have already 
announced that she is even now preparing for her next en- 
counter with Great Britain. Her railways have no other 
end than to transport troops. She found that in the last 
struggle her weakness lay in the impossibility of collecting 
her forces at the proper moment on the distant points of her 
empire. This weakness, she has intimated, shall disappear. 
But we too, will not remain idle. Our railways in India will 
advance as well as those of Russia. Established and pre- 
pared in Candahar, with a railway running the whole length 
of the left bank of the Indus, we may await any attempt in 
calmness. The Russian grenadier now knows his inferiority 
to the English soldier. The Cossack will find a match in 
the Hindostanee horseman." 



63 



The grand impediment to the improvement and consolida- 
tion of the Sultan's dominions is the want of the means of 
intercommunication, and no measure would promote more 
effectually their good government, prosperity and safety 
than that which would lay open to the energy and capital 
of the emigrant and merchant of the West the expansive 
and fertile plains of the Tigris and the Euphrates. 

To England, the possession of an alternative short route to 
India is of inestimable value, and more especially when the 
actual lineal distance will be reduced by more than a thousand 
miles, and where rich fields are offered to the genius of her 
statesmen, and the enterprise of her merchants, by giving 
back to commerce, through the civilizing influence of steam, 
<{ countries, the cradle of the human race, and the theatre of 
the most important events in the Jewish, Pagan, and early 
Christian histories."* 

The traffic by the existing route of the Red Sea must always 
be confined to powerful steam vessels, being impeded by 
rocky islands, coral reefs and the nature of the prevailing 
winds, whereas, in the Persian Gulf, there are no physical 
obstructions whatever to its free navigation. 

" The substitution of land carriage for water carriage, or 
rather, the substitution of overland cuts for long sea circuits," 
is, as The Times stated in a leading article some time ago, 
<( the one simple principle of the present undertaking." 

The importance of the Euphrates as a second and more 
expeditious route to our Indian possessions is daily forcing 
itself upon the public mind, and as the whole of Northern 
India and Central Asia, from the banks of the Oxus to the 
gates of Delhi, will shortly have an outlet to the sea by the 
Punjaub, along the valley of the Indus and the Scinde 
Railway from Kurrachee to Hydrabad, such a route would 
seem to become imperative. 

* Expedition to the Euphrates and Tigris, by Major-General Chesney, 
RA, D.C.L , F.R.S , F.R.G.S. 



64 



It will also settle the mail route to and from Australia — 
an element of prosperity of very great importance — for the 
passenger traffic from the Australian colonies, was nearly one 
hundred weekly last year, and ere the railway can be com- 
pleted will be five times that number — of whom more than 
half will take the shortest route ; while the number of emi- 
grants from this country who will prefer a passage of forty to 
over eighty days may also be fairly expected to be very large.* 

* To meet the immediate and pressing demands of the Australian colo- 
nies for improved means of intercourse with the mother country, the 
European and Australian Royal Mail Company has increased its capital 
to £500,000, with power to borrow to the extent of one-fourth. This 
increase of capital has been deemed expedient in consequence of the 
Company having acceded to a request of the Government to provide a 
steamer to carry the mails between Malta and Marseilles, while they 
have also resolved to increase the capacity of the vessels intended for 
the service between Southampton and Alexandria from 1,600 tons and 
350-horse power, as originally proposed, to 2,300 tons and 500-horse 
power. They likewise contemplate having five steamers instead of four, 
to perform the work between Suez and Sydney. Under these circum- 
stances, their ultimate outlay is estimated as follows : — 
Two steamers, European, 2,380 tons, and Columbian, 2,300 

tons • £130,000 

One steam, Oneida, 2,320 tons 60,000 

One steamer, arranging for with Messrs. J. and G. Thomson, 

of 2,860 tons, builder's measurement, and 650-horse power, 

Clyde measurement 86,750 

One steamer, arranging with Messrs. Scott and Co., of 2,320 

tons, 500-horse power, Clyde measurement . . . 70,000 
One steamer, arranging with Messrs. Lawrence Hill and Co., 

of 2,320 tons, 500-horse power, Clyde measurement . . 70,000 
One steamer, for service between Malta and Marseilles, say . 25,000 
Expense of refitting three steamers ..... 20,000 
Expense of furnishing three new steamers, say . . . 10,000 
Six barges for coaling at Aden 6,000 

£477,750 

If the fifth steamer is built for outside service . . . 70,000 



Supposed amount 



£547,750 



65 

The sea stages of the present route to India," according 



The contract is for five years, at £185,000 per annum, and the con- 
tinuous monthly service between Sydney and England is to commence 
in J anuary next. The outer passage from Suez to Melbourne is to be 
performed in 39 days, and the homeward in 35, under penalties of £50 
for a delay of one day, £100 for two days, and a progressive increase of 
£50 for every additional day ; such penalties, however, being limited in 
the aggregate to the amount of subsidy applicable to the individual 
voyage. Under all the circumstances, and especially taking into con- 
sideration the advantages to be hoped from the line being independent, 
and, through a part of the route, competitive, there is reason to believe 
that the Government have made the best choice in their power. The 
Oneida will be the pioneer of the Company's operations in Australia, 
and, after her arrival at Melbourne, will be employed between that port 
and Suez, running in correspondence with other steam ships on this side 
of the isthmus, between Alexandria and Southampton. The Oneida is 
to be followed, on the 12th of November, by the Simla, which vessel is 
one of the finest in the service of the Peninsular and Oriental Steam 
Navigation Company, and has just been chartered for a term of two 
years by the European and Australian Company. The European and 
the Colombian, two other ships belonging to this Company, are now 
fitting out in the Clyde, and will take respectively the mails of the ] 2th 
of December and 12th of January. Besides these fine ships, the Com- 
pany are now building at Glasgow the Australasian, of 2,800 tons, 700- 
horse power ; the Tasmanian and Asian, of 2,300 tons, and 500-horse 
power ; and the African, of 1,000 tons and 380-horse power ; but these 
vessels, it is not expected can be got ready for their stations before 
August or September next year. The regular mail service to and from 
England and Australia, via Suez, will not commence till February next, 
when the first homeward mail may be expected at Southampton The 
Company, as it is well known, are bound by enormous penalties for the 
due and proper fulfilment of their contract with the Government, and 
great interest naturally attaches to the progress of their operations, 
the establishment of a rapid and efficient postal communication with 
Australia being one of the most important social and commercial neces- 
sities of the day. The Company, since its success in obtaining the 
Government subsidy, has shown the most commendable vigour and 
energy in preparing and equipping these ships ; and it is to be hoped, not 



66 



to The Times, in the leading article before referred to, 
ee exclusive of the trip across the Channel, are two : one 
from Marseilles or Trieste to Alexandria ; and the other 
from Suez to (Kurrachee) Bombay, or Calcutta. These stages 
constitute by far the longest part of the journey, being 
5,075 miles performed by steamers ; from which an average 
speed of some ten miles an hour is all that can be expected. 
The longer again of these two stages is that from Suez to 
Hindostan, as it includes a circuit round two sides of the 
triangular territory of Arabia. The first object, therefore, is 
to get rid of the detour by Aden ; and this is to be done by 
carrying the passengers to the mouths of the Orontes, instead 
of the mouths of the Nile, and forwarding them across the 
Turkish territory to Bussorah, at the head of the Persian 

alone in the interest of the public, and of the enormous mercantile and 
exchange considerations connected with the question, that success will 
follow their efforts. Although the Peninsular and Oriental Company were 
the unsuccessful competitors of this contract, we have great satisfaction 
in noticing that, on being applied to, the managers at once placed at the 
disposition of their more fortunate rivals one of their most celebrated 
ships— namely, the Simla — which vessel is to succeed the Oneida. We 
understand further, that the European and Australian Company will be 
much indebted to the Peninsular and Oriental Company for facilities 
which will be afforded to them at their several coaling stations in Australia 
and in the Red Sea ; all these arrangements having been made and per- 
fected long since by the older company, which formerly had steamers on 
the station, and which kept up establishments at those places in anticipa- 
tion of being intrusted by the Government with the new contract. 

Thus it will be seen, that the European and Australian Company 
enters upon its career with every promise of success, to be derived not 
exclusively from its own efforts, but generously aided by the experience 
and resources of the largest and most successful steamship undertaking 
in the world. No jealousy ought to interpose to disturb the good feeling 
which seems to exist between these two powerful associations ; and the 
public interest, as well as the prosperity of both, would seem to be ad- 
vanced by the most cordial co-operation. The route to Australia, by 
way of Southampton, Alexandria, and Suez, is practically quicker by 10 
days than that by way of Panama. 



67 



Gulf. The railroad required for this purpose would run 
along the Euphrates Valley, and its length would not exceed 
900 miles ;* whereas, its completion would reduce the dis- 
tance from London to Calcutta hy more than one-half, — by 
twenty days, in fact, out of thirty-nine ! This project, it is 
conceived, could be accomplished in five years' time ; and 
the route would then lie through Ostend, Trieste, by the 
Mediterranean Sea, to the Orontes, thence to Bussorah, and 
by the Persian Gulf to Bombay (or rather to Kurrachee), 
where it would meet the Indian railroads now actually 
commenced, and by that time completed to Calcutta (and 
north-west Provinces). We have thus got rid of the Red 
Sea circuit, and substituted a land route for 900 miles of the 
distance. There remains now the straight run from Bussorah 
to Bombay (or Kurrachee), and the circuitous reach from 
Trieste to the Orontes, to be commuted for the facilities of 
direct railway transit by land." 

With reference to the above, it may be remarked that a 
great gap in the Austrian railroad system is about to be 
filled up. The Austrian Emperor has recently granted to 
Ernest Merk, his consul at Hamburg, and to H. D. Linheim, 
merchant, a privilege to construct a railroad from Vienna to 
Linz, and thence to the Bavarian frontier near Salzburg, on 
the one side, and to the Bavarian frontier near Passau on the 
other. The railroad, which is as important for Bavaria and 
Southern Germany as it is for Austria, will bear the name of 
" the Empress Elizabeth Railroad." The length of the rail- 
road, from Vienna to Salzburg, is 43 German miles (about 
212 English), and from Linz to Passau 12 German miles (59 
English). The period granted for the construction of the 
whole railroad is five years. The plans for the line from 
Vienna to Salzburg are almost completed. The State, which 
makes the grant for 90 years, guarantees 5 2-10 per cent, for 

* From sea to sea by railway, according to Gen. Chesney, 660 miles. 

F 2 



68 



interest and amortization of the shares. The grantees intend 
to form a joint stock company with a capital of 65,000,000 
florins ; and it is probable that the Austrian Credit Bank 
will be concerned in the undertaking. The Vienna- Salzburg 
Railroad will, of course, be continued to Munich, and an 
uninterrupted railway communication will be opened between 
the Atlantic and the Adriatic, and travellers will hardly be 
more than 36 hours on the road between Vienna and Paris. 
The new railroad will, however, be of infinitely more im- 
portance to the mercantile than to the travelling world, and 
this is why far more attention is paid by foreigners to this 
than to any other Austrian railroad. It is foreseen that the 
great mercantile road between Paris and Vienna must soon 
extend to the coasts of the Black Sea and to the capital of the 
east ( Constantinople). It is stated that a most careful calcula- 
tion shows that there is a movement of £,000,000 travellers and 
16,000,000 cwt. of goods in the valley of the Danube in the 
course of the year, and a total receipt of 8,500,000 florins. 
This revenue alone would give a clear dividend of 8| per cent, 
on the capital, after all expenses had been deducted. 

A letter from Pesth, in a recent number of the Augsburg 
Gazette, says : — " A company of rich landowners of Hun- 
gary proposes to prolong the railway from Vienna to Raab 
as far as Belgrade, in Servia, and has already made the 
necessary applications on the subject to the authorities. An 
Anglo-French company has undertaken, on the other hand, 
to construct a line from Constantinople to Belgrade, and has 
engaged for it 120 French workmen, who, with their families, 
are to take up their residence in Roumelia. This double 
line will place the capital of the Ottoman Empire in direct 
communication with Austria, Germany, and all Europe. 
The works are to be commenced simultaneously at the "two 
extremities, Kaab and Constantinople."* 

* Recent letters from Constantinople state, that the concession of the 
line from Belgrade to the Turkish capital has not as yet been granted. 



69 



Engineers have ascertained that a railroad may be carried 
from Belgrade up the Morava Valley, and thence down the 
Vardai to Salonica, with less difficulty than between Vienna 
and Trieste. 

Salonica, already a Lloyd's packet station, and Trieste may 
become the Venice and Genoa of the Middle Ages. Each 
place is backed by an extensive country. 

Salonica is but half the distance to Seleucia of Trieste, 
or Marseilles. This line is far easier than the one via 
Constantinople, and Asia Minor. This shorter line will be 
advantageous to England, Turkey, and Austria, and be of 
great political advantage to the Porte, whilst to x4.ustria, it 
secures Hungary, and the other eastern provinces an outlet 
by the Mediterranean. 

Railroads will facilitate the colonization of Germans in 
Hungary, by securing for them employment. 

The annual expenditure of the State will be reduced by 
many millions by companies raising the capital, instead of 
the Government. 

Private property will be increased by thus pouring in 
capital, and even paper currency will become more secure. 

Such investment of British capital would carry with it the 
approval and support of our own Government, and make 
rebellion less to be feared, both in Hungary and in Italy. 

On the other hand, some prejudice exists in Austria, 
against the employment of foreign capital in an amalgamated 
railroad. But this is already being overcome, and railways 
in the Austrian States are now treated as were the railroads 
of France in 1848. 

General Chesney states that Prince Metternich was favour- 
ably disposed regarding his former plans of establishing steam 
communication on the Euphrates so far back as 1839 and 
1840, ofTering to meet the supposed Indian line by steamers 
from Trieste to Scanderoon. 

It only requires 75 miles of railway to complete the 



70 



through line from London via Ostend to Trieste. This 
portion of the line is rapidly approaching completion, and 
next year will place London in railway communication with 
Trieste. 

For the conveyance of troops, passengers, mails, &c. from 
England via Egypt to the Punjaub and upper India, to the 
north-west of Delhi, the route by Kurrachee and the Indus 
is shorter by more than 2,100 miles than by Calcutta and the 
Ganges, and when the Euphrates valley route is established, 
the distance between London and Lahore or Delhi by the 
Indus, will be more than 3,700 miles shorter than via Suez 
and Calcutta. The distance from London to Lahore being, 
via Egypt, Calcutta, and the Ganges . . 9,322 miles. 
Via Egypt, Kurrachee, and the Indus . 6,615 
Via the Euphrates, Kurrachee, and the Indus 5,595 

By the arrangements now proposed, India would be 
reached in fifteen or sixteen days, or in about half the 



time now occupied, viz. — 





Miles. 


Days. 


Hours. 




1300 


2 





Trieste to Seleucia by steamer . . . 


1600 


6 


12 


Seleucia to Ja'ber Castle by railway . 


100 





3 


J a'ber Castle to Bussorah by steamer . 


715 


3 


3 


Bussorah to Kurrachee by steamer . . 


1000 


4 







4715 


15 


18* 



Even if travellers to Bombay were taken round by Kurrachee 
they would reach the former port in two or three days more, or 
17J days ; but by a direct line from Bussorah their journey 
will be accomplished in fifteen to sixteen days — saving^nearly 
one-half in time, and when the Indus valley line of railway 
meets that of the Ganges, the Calcutta traveller will reach 

* When the railroad is completed from Seleucia to Bussorah, the time 
occupied will be 13 days 18 hours. 



71 



his destination in eighteen or twenty days, or in about half 
the time now occupied. 

The reports from the officers commanding Her Majesty's 
ships on the coast of Syria, speak in the most encouraging 
terms of the site and advantages of the bay of Antioch, 
and of the superior quality of the water that is obtainable in 
abundance at the ancient Posidium. The ancient port of 
Seleucia ought to require no additional proofs of its import- 
ance and capabilities, or of what it might yet become by 
a very small outlay in clearing away the entrance ; as for 
beauty of situation, " thepassageby the mouth of the Orontes," 
say the above reports, "possesses a grandeur rarely equalled 
even in this beautiful part of the country, Mount Cassius 
rising abruptly from the sea, with its bold rocky pinnacle 
towering above the clouds." 

General Chesney when proceeding with the expedition, 
under his command, bore down upon the coast of Syria, in 
order that they might disembark on the very point which 
formed the ancient port of Antioch. He sought an entrance 
at that point in preference to all other places whereby to 
proceed to Beir, on the Euphrates. All the reports state 
that the bay of Antioch is very spacious, free from rocks, 
and well sheltered on every side, with the exception of the 
south-east, where in the distant horizon rises the lofty 
island of Cyprus. The anchorage in the bay is, however, 
good, and the water deep almost to the very beach. Captain 
Vansittart's report, speaks of the water at Posidium as the 
best on the coast, and states that the timber for ship and other 
building purposes, found in the neighbouring mountains, 
and beyond the ancient Seleucia, is very abundant, and well 
adapted to meet all such demands. This was the spot selected 
by Her Majesty's ship, the Columbine, on the 3rd of April, 
1835, followed by the George Canning under all sail, and 
which led "the way from the offing towards the anchorage, 
for the disembarkation of the party destined to proceed on 



the expedition to the Euphrates. General Chesney goes on 
to say — " To the south, as we proceeded, was the lofty J ebel 
el Akrab (Mount Cassius), rising 5,318 feet above the sea, 
with its abutments extending to Antioch. To the north the 
Beilan range (5,337 feet), well stocked with forest trees, chiefly 
oak, walnut, and fir, and in front the broad expanse of the bay, 
backed by the hills of Antioch, Mount S. Symeon, or Ben- 
Kilisheh, covered with myrtle, bay, and arbutus, altogether 
forming a striking and magnificent panorama." 

It may be interesting to mention that this was the 
point fixed upon by Bonaparte when he proposed to 
proceed to the Euphrates — when in 1811 he had pre- 
pared a fleet at Toulon which was to have disem- 
barked a large force in this bay, — and that M. Vincent 
Germaine was waiting at Antioch for the expected troops, 
which had, however, in the meantime, been marched to 
Russia, instead of, as was contemplated, taking the route 
from Suediah to India. The town of Marash was to have 
been the centre of Napoleon's operations, on account, prob- 
ably, of the fine forests near that place ; but as the adjacent 
Beilan mountains would have furnished plenty of fine timber 
close at hand, it is not likely that this great General would 
have proceeded to Marash on learning that 110 miles through 
Antioch and Aleppo would have placed him at Beles, 200 
miles lower down the river. There is reason to presume that 
Napoleon meant to carry his troops down the river to 
Bussorah, but the Russian campaign put an end to this. 

" The bay of Antioch extends between the Ras el Khanzir 
and Cape Posidium, a distance from point to point of about 
eighteen" or twenty miles. The valley of Suediah, the an- 
cient Seleucia, occupies the hollow or centre of the bay, be- 
ginning at the base of Mount Cassius, (a picturesque moun- 
tain which tapers to the height of 6,400 feet*) and terminating 

* 5318 feet is believed to be the exact height. 



73 



at the old port and city of Seleucia, where Mount Rhossus 
reaches the sea. It is in long. 36°, and includes the beautiful 
valley of the Lower Orontes, which, after collecting the 
water from the Turcoman plains, here falls into the Me- 
diterranean. 

" Posidium of Soldini. — In the angle formed by the shore 
and Mount Cassius, stood formerly an important city, believed 
to be the Posidium of the Romans, the Soldini of the Saracens, 
from an Arabic word signifying " power," " royal," &c. ; 
and as in the plain on the other side, here also ancient tumuli 
are to be seen, commonly called the Tombs of the Kings or 
Giants. It is probable that this formed a suburb of the same 
city. Moreover, close at hand, there is a small lake which 
some imagine to be the remains of a harbour, which, from 
neglect, has been gradually filling up, and is now shut out 
from the sea by the shore. Beneath Mount Cassius, where 
the road leads up to the mountain pass, are some leech ponds, 
and the remains of an acqueduct or water course, which 
having been allowed to go to ruin, the water which still flows 
out of an adjacent rock, and is as clear as crystal, cool and 
delicious, escapes, and mingling with other springs,, floods 
the low ground between it and the sea, where, it is not im- 
probable, there was once a harbour in front of the town, yet 
within the outer wall, and corresponding in position to that 
of the old port which may still be seen. This spot is now 
overgrown with canes and rushes, which constitute an 
article of commerce, quantities thereof being exported an- 
nually for the manufacture of baskets. 

" The casual observer might suppose that this is an in- 
salubrious marsh ; but as the water is never stagnant, it 
never becomes a source of malaria. The ground adjacent is 
also well cultivated, the soil is rich and productive, and the 
inhabitants of the village (which is now called Karajak) 
enjoy excellent health. 



74 



" The shore of Suediah is composed of a firm sand, like 
that of Worthing, and there is good and safe anchorage 
in the entire length for more than two miles out. There are 
no sunken rocks, and the officers of the Spartan, the Har- 
lequin, and others in H.M. service who have been there, all 
speak well of it, and infinitely prefer it to Beyrout and other 
stations on the Syrian coast. On one occasion the Pacha of 
Egypt's fleet rode out the gales of an entire winter there, 
under the shelter of Mount Cassius and the promontory of 
Possite, or Cape Posidium. 

" The men-of-war find it most convenient to anchor from 
half a mile to a mile off shore, between the embouchure of 
the river and a small white building with a cupola, which is 
seen near the beach to the north. In a line with these marks, 
some distance inland, will be observed a cluster of poplars 
which mark the situation of the British Vice Consulate, and 
beyond those on an eminence, the chateau Ruaicy,, the resi- 
dence of Dr. Holt Yates. A ship of the line might ride 
there securely, she would have plenty of sea room and 
nothing to fear in summer, and in winter would be better off 
than at Beyrout or any other place between Mount Cassius 
and Alexandria ; for if it came on to blow hard, she might 
either take shelter, like the Pacha's fleet, under Mount 
Cassius, or run for the Gulf of Iskenderoon or Cyprus, as 
circumstances directed. But all with whom we have com- 
municated agree that the anchorage is good, and that they 
prefer riding there to Beyrout. Even while I now write, 
we have accounts of shipwrecks and the loss of several lives 
at Beyrout, further illustrating the importance of, if possible, 
finding some harbour of refuge on this coast. 

" I am not aware that the Bay of Antioch has ever been 
surveyed. If not, it certainly should be, as the time may 
come when British ships of war, as well as merchantmen, 
may be called on to anchor there, and make the best they 
can of it." 



75 



" The old port, or harbour of Seleucia, too, should be well 
examined. If it depended upon Englishmen it would doubt- 
less be cleared out and restored, but Turks have neither 
money nor enterprise. Its basin is capacious ; it is enclosed 
by thick and lofty walls, and well defended both by nature 
and art. The city is in ruins ; the mouth of the harbour is 
obstructed by sand from the sea, and the interior is over- 
grown with vegetation, among which are springs of running 
water, as on the site of what I believe to have been the har- 
bour of Posidium above mentioned. The entrance was 
formerly defended by massive towers, the greater part of 
which remain ; and there are two piers or jetties, built of 
enormous stones from twenty to twenty-five feet, by five feet 
wide, and five feet deep. It was at this harbour that St. 
Paul embarked for Cyprus, after leaving Antioch, see Acts, 
xiii., 4. There are few things that cannot be accom- 
plished in modern times, when the importance of the object 
justifies the expenses ; and were Suediah in the hands of 
Europeans, it would, I feel assured, be restored, and another 
harbour would perhaps also be made at or near the mouth of 
the Orontes for steamers and smaller craft navigating the 
river ; for we must not overlook the fact that the day will 
come (and is probably not distant) when Suediah will again 
become the high road to Persia and India, in spite of all 
that was said by those who preferred the route by Egypt 
and the Hed Sea. Colonel Chesney, and Lieutenants Lynch, 
Campbell, and others, subsequently clearly demonstrated the 
practicability of navigating the Euphrates. The obstacles 
which exist, so far from being insurmountable, would only 
be named by a great nation because it might not be con- 
venient to undertake the work. 

" A canal between the Orontes and the Euphrates might 
soon be cut, or the transit be completed by a railway, for the 
distance is only fifty miles for the former, the ground is level, 



76 



and there are many tributary streams on the line which might 
be turned to account. As it is, many travellers proceed by 
this, the shortest route to Mossul and Nineveh ; and we are 
visited by officers on leave from India, who prefer coming 
by Bagdad and Aleppo." 

"Already one English factory has been built at Suediah, 
and others of our countrymen have evinced a disposition to 
settle there, on account of the salubrity of the climate. 

" That there was once a harbour of some kind at the mouth 
of the Orontes we know from this, that when Godfrey de 
Bouillon and Tancred were besieging Antioch, they were 
supplied with stores and provisions by the Pisans, who 
landed the same at the port of Antioch, and this was long 
after the destruction of the old port of Seleucia (see MilmarCs 
History of the Crusaders, Sfc.). If, then, there was formerly 
a harbour there, why should there not be again ?" 

6 i Moreover, if greater facilities were afforded for landing mer- 
chandise, fresh branches of commerce would spring up, espe- 
cially if Europeans settled in the country ; to wit, the growing 
of wool and the breeding of cattle, the exportation of butter 
and cheese, the cultivation of opium, scammony, senna, jalap, 
castor oil, rhubarb, galls, and other medicinal plants, all in- 
digenous to the land ; cotton too, and rice, sugar, indigo, 
flax, and even the tea plant, if the secret of preparing it 
afterwards could only be got at — not to mention the proba- 
bility of a new market for English cutlery, hosiery, Man- 
chester prints, and other manufactured articles. 

" The steeps of Mount Rossius are covered with the cele- 
brated Syrian oaks, pines, magnificent box, walnut, sycamore, 
and other forest trees. Mohamed Ali built the greater part 
of his ships of war of the oaks grown here, and when Capt. 
Symonds of the Spartan came to Suediah (in October, 1847), 
he took away specimens of them, as he thought the subject 
worthy of attention, Any one is at liberty to cut them, and 



77 



they are brought away for the expense of removing, and I 
believe the exclusive right of hewing timber in these forests 
might be purchased or farmed of the government by paying 
an annual rental were any objection started to cutting timber 
on a large scale. There is great facility for removing the 
trees when felled, and they would be best shipped at Arsoos." 

" The importance of Suediah in a political and commercial 
point of view, cannot be doubted. Situated at the very gates 
of Asia Minor, in a fine bay at the mouth of a large river 
which communicates with an extensive fertile country 
abounding in silk, grain and fruits, flocks and herds, shel- 
tered by lofty mountains which are well wooded, and show 
indications of coal, copper, and iron ores, with plenty of 
lime and stone for building, an abundance of running water, 
and a fine climate. It attracted the notice of the ancient 
Romans who, as long as they held possession of Syria, made 
Antioch the seat of Government. The ancients well knew 
the value of its position, for it was the great highway be- 
tween Europe and Asia ; then, as now, it commanded the 
road to the northern and western nations. So strongly was 
it fortified by nature, that its ruler held as it were the key, 
and without his permission none could pass the gates ; whilst 
those who could approach it from the east must first traverse 
a parched and sandy wilderness. On the south it was de- 
fended by the sea, and judging from the stupendous ruins 
which we now behold, it was inhabited by a people of no 
ordinary talent ; their maritime defences were equal to those 
inland ; their fortifications were carried over the tops of 
mountains ; we find watch towers at intervals along the 
coast, and although little is known of Suediah in the days of 
the Seleucidce, and the cause of their final overthrow, we see 
enough to convince us that it contained everything essential 
to a great maritime and commercial people. That they were 
wealthy and prosperous during a long series of years, appears 



78 



from an inspection of their works, to wit, the building of 
their city, which it is said at one period contained no less 
than 600,000 persons — its beautiful ports and mole, and its 
still more astonishing tunnel, which extends more than a 
mile in length along the heights, and collects and conveys 
the water from the mountains to the sea, — a work which is 
only equalled by that of Mr. Brunei, beneath the Thames 
in London : the catacombs, also, causeways, castles excava- 
tions, and numerous other objects. 

" Whether their prosperity excited the cupidity of the 
Romans, or whether they fell from other causes, history is 
silent. But one thing is certain, Suediah has been regarded 
in every age as the key of Syria, which, as I have stated, 
could only be entered by one of the three passes of Mount 
Amanus. And the crusaders, it is well known, had to fight 
their way through them and to subdue the city of Antioch 
before they could approach the Holy Land. For they had 
no ships, and in the present day, none but a superior mari- 
time power could hope to enter by any other route. It was 
to this point that Alexander marched to meet the host of 
Darius. It was here, too, that the emperor Aurelian en- 
countered the armies of Queen Zenobia ; and we may rest 
assured that if ever Syria is conquered it will be by this same 
route and no other. Those, therefore, who would prevent 
it will do well not to lose sight of Suediah and Antioch. 
They are no longer fortified as they once were, but the 
localities remain the same. Many of the munitions of war 
are close at hand, and under the direction of England or 
France this district might soon be made to form an im- 
passable barrier. Perhaps I ought not to allude to these 
matters. But it is impossible for a person who is familiar 
with these localities to pass them over in silence. We live 
in stirring tunes and witness great events. All imagine that 
we are on the eve of important changes, and that the tide is 



79 



running in that direction. Who can observe the signs of the 
times with indifference ? As then a child may puzzle a phi- 
losopher, so may an individual gifted with common sense and 
ordinary powers of observation let fall a hint which abler 
and more experienced persons may turn to advantage. I 
have resided at Suediah three years, and (d.v.) shall return 
to it. I know it well, and the character of its people, and 
it has always struck me that if it be really an object of policy 
to sustain the Turks and uphold the integrity of the Ottoman 
empire, and, as seems now to be the case, to prevent the ag- 
gression of others, means should be taken to support this very 
important district. 

" In Syria the merchants are often put to inconvenience 
for want of the floating medium. There is little coin because 
there are not enough people to cultivate the soil ; and large 
districts lie dormant which might easily be made to bring 
forth a hundred fold. There are mines too, but they are not 
worked, and no encouragement is given to labour. Just as 
it was formerly in Egypt ; but what a change took place in 
that country when Mohamed Ali encouraged European 
settlers ! Why does not the sultan imitate his example in 
regard to Syria and Asia Minor." And if "it were known 
that there was a mutual understanding and treaty between 
the Porte and their own government, confidence would be 
established, and numbers would immediately flock thither." 

"The hands of the Porte would thereby be strengthened, 
for large tracts of land would be thrown into cultivation, the 
exports and imports would increase, and a large revenue 
would flow into their coffers." 

" If I mistake not, it is for the promotion of commerce as 
well as the safety of our ships, that surveys are taken of the 
coasts and ports of the Levant. Surely, then, it is legitimate 
in us to encourage our countrymen to settle where they can 
do so with advantage to themselves and the government of 



80 



the land they select; especially when, as in the present case, 
the said government may be said to depend upon the 
active co-operation of England for its existence, and ought 
to increase her resources by all the means in her power : 
how else is she to repel the aggressions of her enemies and 
maintain her position as a nation ? 

" Within a few years Beyrout and Alexandria have become 
prosperous, entirely in consequence of European enterprise. 
Civilisation is progressing, thanks to the powerful influence 
of steam, which induces many to lay aside their ancient pre- 
judices. But Turks have not yet learnt to encourage their 
benefactors to settle amongst them, because they are of a 
different religion, otherwise the means would speedily be 
found for restoring many of their ancient ports in Asia Minor, 
as well as in Syria. Boats would again appear on the 
Orontes and introduce the arts of civilised life to the cities 
of the interior. Horns, Hannah, Damascus, Antioch and 
Aleppo, the plains of Messopotamia would again flourish, new 
cities would spring up, and the Ottoman empire would be- 
come the richest in the world." 

<e A more healthy place than Suediah it would, perhaps, be 
difficult to find. There are no malignant fevers ; consump- 
tion, asthma, and bronchites are unknown. We never see 
sickly children, or paralytics. Let the weather be what it 
may, a cough is seldom heard, and a cold rarely lasts more 
than twenty-four hours. Death is really an event in Suediah, 
except from accident or age ; for we are not often visited 
with epidemics ; and we breathe a pure and invigorating 
atmosphere ; we have no heavy dews or fogs ; the tempera- 
ture is equable, neither too hot nor too cold. The air is 
balmy and agreeable ; the sirocco is not felt, as at Malta, 
Egypt, and other parts of the Mediterranean, consequently, 
our spirits are always good. In the summer there is gene- 
rally a refreshing breeze from the sea, and the nights are 



81 



beautiful ; and though there are fresh gales in winter, the 
wind is never cutting or irritating, and we very rarely see 
snow in the plains. We are too near the mountains to feel 
the effects of the snow, which collects on their lofty peaks. 
"We always know what the weather is to be, and can depend 
upon it, and dress accordingly, for it is remarkable with what 
precision the seasons return. We have the early and the latter 
rains, as mentioned hi Scripture ; but we can calculate 
almost to an hour when the change is to take place. I have 
kept the register of the temperature and atmospheric 
changes, and I can truly say, that the climate fully justifies 
the practice of the ancient Greek and Roman physicians in 
sending their consumptive patients to Suediah ; and if the 
advantages to be derived there were more extensively known, 
it would soon be resorted to by invalids as formerly." 

" The people are well disposed, industrious, civil and 
friendly. They belong chiefly to the Antioch Greek, or 
Armenian Church. There are about twenty Turkish fami- 
lies, some Ansayrees, from the mountains ; but no Roman 
Catholics or Jews. We walk out at all hours alone and 
unarmed, and when we go to bed at night, we do not 
think it necessary to fasten either windows or doors : yet 
we have neither police, workhouses, nor soldiers ; not even 
a beadle to frighten the boys into good behaviour. Still 
we have no beggars, and no one can say that the people 
are oppressed ; they have few taxes, have always enough 
to eat, and appear contented and happy The necessaries of 
life are abundant and cheap ; the roads are good, and for 
the most part overshadowed with hedges of pomegranates, 
myrtles, and other evergreens ; also the. fig, the wild grape, 
poplar, plane tree, the scented willow, clematis, convol- 
vulus, and other creepers ; the wild verbena, liquorice, 
thistles, roses, squills, and a variety of elegant little flowers 
decorate the banks ; we grow oranges, lemons, apricots, 

G 



82 



peaches, nectarines, plums, cherries, strawberries, the Indian 
medlar, apples, pears, the randigan or egg plant, potatoes, 
and a great variety of other plants, shrubs, and vegetables ; 
asparagus and celery grow wild. There is a fine field for the 
sportsman, the naturalist, the historian, the antiquarian, and 
the astronomer. 

" We lead a patriarchal life which I would not change for 
all the luxuries and gaieties of Europe. 

<c The habits of the people are simple, for they have not 
yet been corrupted by the inhabitants of cities. A spirit 
of enquiry has lately sprung up among the Christians. 
They evince a desire for improvement, but they have no 
teachers or schools which are worthy of the name. The 
priests permit the circulation of the Bible, but few can 
read or write their own language. 

" They work from sunrise to sunset for two piastres (five- 
pence), most of them have a little farm or garden, cultivate 
the mulberry, and rear silk worms, reeling oif the silk in the 
season, that constitutes the great wealth of the country. The 
goats, sheep, and cattle are driven out to pasture in the 
morning and home again in the evening; and the sheep 
follow their pastor and come at the sound of their names, 
and it is delightful as the purple shadows of the declining sun 
fall upon the mountain sides, to hear the peaceful tinkling of 
the sheep's-bell as they wind their measured way through 
the dells and along the shaded lanes, and crop the herbage 
on their banks. Early marriages are encouraged, and few 
that are married are without families." 

" A father delights to have his children and grand- 
children under his roof, and at his death his elder brother 
is regarded as the patriarch of the house, and he is looked 
up to as such. Parental authority is absolute : a son never 
questions the will or opinion of his father, and great reverence 
is paid to age, all rising on the approach of an old man, and 



83 



conducting him to the seat of honour. The coat of many 
colours presented to Joseph is still the national costume, and 
we are continually reminded of the days of Abraham, of 
Isaac, and of Jacob."* 

The advantages of the port of Seleucia were placed before 
Government by Captain, now Major General Chesney, in 
1832, (see pp. 63 and 64 of Euphrates Reports), and were 
subsequently advocated by that competent authority, Captain 
Allen, R,.N. According to the latter officer, it is capable 
of being made one of the finest harbours in the world. Both 
these officers considered that from £20,000 to £30,000 would 
be sufficient to clear out the greater part of the ancient basin, 
and repair the massive works of the Romans, many portions 
of which require merely to be relieved from the mud depo- 
sited upon them. The importance of Seleucia will become 
apparent, when it is borne in mind, that there is no other 
port for commerce along the whole coast of Syria better than 
the open roadstead of Beyrout, or the pestilential harbour of 
Alexandretta. Seleucia is not only capable of being made a 
most efficient port, but, by a moderate additional outlay, the 
existing great Mole might be extended so as to form a harbour 
of refuge, large enough to protect at one time the entire mer- 
cantile navy of England. 

Antioch is eighteen miles from Seleucia, and stands in the 
Valley of the Orontes, which here forms a fertile plain. From 
the beauty of the scenery, the abundance and the cheapness 
of the necessaries of life, and the salubrity of the climate, 
arrangements were at one time in contemplation for Sana- 
taria and other establishments, for the benefit of invalids, 
especially Indian officers and their families. 

Aleppo is forty-two miles from Antioch, contains a popu- 
lation of about 90,000, is one of the most opulent and best- 



Vide Letter by Dr. Holt Yates in Nautical Magazine.— Feb., 1851. 

g 2 



84 



built cities in Syria, and the chief emporium for the trade 
of the country. 

J a'ber Castle, thirty-nine* miles distant from Aleppo, is on 
the Euphrates, and offers every facility for the construction 
of docks. 

" The Euphrates gives a water communication with Syria, 
Asia Minor, and Asia Major, (their central parts,) also the 
South of Persia and Kurdistan." 

" The Pachalic of Bagdad produces (and the greater part 
along the Euphrates), wheat, barley, Indian corn, rice, millet, 
honey, dates in great quantity, and other fruits, wine (from 
Kerkook and the banks of the Tigris), cotton, some silk, 
tobacco, gall-nuts, and wool in great quantity, from the 
different Arab tribes, each of which has extensive flocks ; 
also ambergris, sal ammoniac, leather, buffalo hides, oil 
of naphtha, bitumen, saltpetre, salt, borax, and glass, 
made at Bagdad ; where are manufactured coarse coloured 
cottons, and fine handkerchiefs of silk and cotton for the 
Arabs. 

" Bagdad was the centre of a considerable caravan com- 
merce previous to the late disturbances, when it sent annually 
even as far as Erzeroum, 2,000 mule loads of pearls, silk, 
cotton, stuffs, shawls, coffee, gall-nuts, indigo, &c, and still 
more to Mosul, Diarbekir, Orfa, &c , and to Aleppo even at 
this moment, from 3 to 6,000 animals yearly ; but 80 years 
ago, this number was said to .be 50,000. 

"Bagdad, from its matchless situation, would, with the 
slightest fostering care, become a grand centre of English, 
Arab, Persian and Eastern commerce ; and nothing is want- 
ing to distribute it widely, and increase it greatly, but the 
establishment of steam. 



* By railway, the entire distance from Seleucia to Ja'ber Castle is 
estimated at 80 miles. 



H5 



" The imports to Bagdad are from the Persian Gulf: pearls 
and fish. 

" From Persia: Silk, woollens (coarse), saffron, sulphur, 
nitre, dried fruits, shawls of Cashmere, Kerman and Yesd : 
stuffs, cotton, gum-rahabat, fur skins, tobacco and pipe sticks. 

" Prom India : Muslins, porcelain, indigo from Bengal, 
Guzerat, and Lahor ; cottons, pepper, spices, cinnamon, nut- 
megs, Java and other sugars ; musk, cardamoms, cotton and 
silk from the coast of Coromandel, aloes, camphor, &c. 

" From Turkey : Soap, cotton, linen, silks, embroidered 
stuffs, opium, and copper, about 450 tons annually. 

" From Arabia : Incense, myrrh, galbanum, resins, gums 
and other precious drugs, also Mocha coffee, in quantity 
across the Peninsula, to go on to Constantinople and else- 
where. 

i( From Europe, Egypt, &c. : (A part across the Desert 
from Damascus, but chiefly by way of Aleppo.) Bagdad 
receives cotton twist, grey cloths, and prints, grey calicos, 
long-cloths, Greek-stripes, power loom sheetings, jaconets, 
cotton handkerchiefs (all English), fine French or German 
cloths ; cutlery, lead, tin, and St. Domingo coffee, also indigo 
and cochineal, velvets, satins, taffetas, mercury and drugs. 

" The chief outlets from Bagdad as a depot are to Constan- 
tinople : — Cashmere shawls, aloes, ambergris, musk, pearls, 
coffee, tobacco, spices, pipe sticks, and Indian muslins. 

" To Syria and Anatolia : Are forwarded silk, tobacco, 
shawls, gall nuts, coffee, stuffs, and drugs. 

" To Persia : Diamonds, rubies, emeralds, pearls, Euro- 
pean stuffs, brought over the Desert from Aleppo and Da- 
mascus : also Aleppo cloths, coral, paper, jewellery, cochi- 
neal and indigo. 

" To Arabia and India : Silver, gold, copper, dates, 
horses, and oil of naphtha for painting. 

66 Thus it appears that imports continue to a considerable 



86 



extent, notwithstanding all the difficulties and distance by 
which they are transported with caravans, and as there are 
pretty ample returns, it is evident that if ever the noble 
stream should be used instead of a caravan transport, there 
will be an increase and consumption proportionate to the 
comparative cheapness of the supplies, and the great facilities 
offered for placing depots, by water, at every convenient 
spot : this done, a few years will most likely see the Arab's 
wants increased to something like those of other people ; and 
in making larger purchases, they will discover how to reim- 
burse the expense, by cultivating cotton, grain, wool, &c, 
more extensively than they now do." 

" It is worthy of the consideration of Government, whether 
the proposed attempt should not be made, not only with a 
view to Mesopotamia chiefly, but the trade of Persia, now 
carried from Bushire to Erzeroum, more than 2,000 miles ; 
whereas by attending to Erzeroum as one great centre, de- 
pendent on Trebizond and the inlets of the Euphrates and 
Karoon, we shall increase it prodigiously; and command the 
profits, which if neglected will flow into the coffers at Tiflis : 
where they are building extensive manufactories expressly 
to force goods into Persia, and attract its trade towards 
Russia." 

" With this Power and her persevering endeavours to 
grasp at commerce, we can also compete, as regards Persia, 
by another line, viz., that of the Indus."* 

The official returns of the existing commerce of Mesopo- 
tamia demonstrate that there is a prodigious and most 
promising field for investment. In the statistics of the 
ancient and modern commerce of these countries, contained 
in the second volume of General Chesney's work on the 
Euphrates Expedition, will be found ample materials for 

♦Report of Captain Chesney, in 1832, addressed to Sir Stratford 
Canning, G.C.B., Ambassador at Constantinople. 



87 



the satisfaction of our merchants, as a certain, rapid and 
extensive increase of trade.* 

The following very recent traffic returns, prepared on the 
post, are also well worthy of attention. 

Dear Sir, Aleppo, 12th February, 1856. 

I have the pleasure to acknowledge the receipt of 
your esteemed letter of the 10th ult., to hand on the 5th 
inst., the contents of which I duly note. 

I have not yet quite finished the account of the trade and 
navigation of the North of Syria, as I am obliged to collect 
the information from my correspondents in different places, 
there being no regular accounts kept by the Custom House 
or any other Government authority. I have now, however, 
managed to collect nearly all the necessary details, which I 
am now engaged in arranging. And as I expect to leave this 
for England in ten or twelve days hence, I will have much 
pleasure in handing you over all the papers on my arrival in 
London, which I expect will be about the end of March. 

I feel the greatest interest in the success of the scheme for 
opening up the Euphrates Valley, which will be of immense 
importance to this country, and cannot fail to be remunera- 
tive, as the trade of the North of Syria is increasing rapidly; 
and what it may amount to with regular and cheap commu- 
cation with the coast is hardly possible to be calculated, as 
the Railway will pass through a large extent of country with 
as rich a soil as is to be found in any part of the globe, and 
now lying utterly waste for want of any means of disposing 
of the produce. 

The enclosed paper will show you an approximate calcula- 
tion of the trade of Alexandretta during the past year, and 
enable you to form some idea of what might be the amount 
of business done, were the resources of the country properly 

* Pp. 674—636, Vol. II., of the Expedition to Euphrates and Tigris, 
by General Chesney. 



88 



drawn out by means of easy communication. At present there 
are no roads adapted to wheel carriages whatever in this country, 
and the only means of transporting goods is by camels. 
Expecting the pleasure of seeing you soon in London, 

I remain, &c, &c, 
W. P. Andrew, Esq. (Signed) John Kennedy. 

20,480 Bales, Manufactures, per bale, £20 0=£409,600 

678 Barrels, Sugar, per barrel, 5 0= 4,390 

534 Bags, Coffee, per bag, 4 10= 2,403 

325 „ Pepperand Pimento, per bag, 3 10= 1,137 10 

97 Cases, Cochineal, per case, 30 0= 2,910 

48 „ Indigo, per case, 100 0= 4,800 

1,231 Barrels, Drysalteries, per barrel, 3 0= 3,693 

5,252 Packages, Sundries, 3 0= 15,756 

£444,689 10 



The above is a correct list of imports from the United 
Kingdom. I have no means of ascertaining the French, 
Italian, and coasting trade, but calculate from the best infor- 
mation that the trade with England in imports, is fully one- 
third of the whole. This will make the value of imports 
last year to exceed one and a quarter million pounds sterling. 

Approximative note of goods exported from Aleocandretta 
in 1855. 

120,000 Quarters, Wheat, £2 = £240,000 

50,000 „ Barley, 15= 62,500 

25,000 „ Millet, 15= 31,250 

5,000 Tons, Sesame Seed, 12 = 60,000 
750 „ Galls, 70 = 52,500 

1,000 „ Cotton, 30 = 30,000 

2,000 „ Wool, 40 = 80,000 

Flour 150,000 
Allow for Madder Root, Scammony, Yellow 

Berries, Gums, Boxwood, &c 100,000 

£806,250 

Allow for Coasting Trade 233,750 

£1,040,000 



89 



Say, total value of exports, one million pounds sterling, 
perhaps rather more, as I have calculated some items perhaps 
less than actually exported. 

Large amounts of specie are also exported in groups, and 
no allowance is made above for cocoons, reeled silk, and 
olive oil, which are exported largely. 

There are still some of the articles named on the previous 
page about which I have not yet procured reliable informa- 
tion. These rough notes may give some idea of the trade ; 
and tables as correct as possible will be made out for the 
years 1852, 53, 54, and 55. 

(Signed) John Kennedy. 

Mr. Kennedy states in another letter of recent date 
that, he bought some two or three months ago, a quantity 
of wheat in a district two or three days' journey to the in- 
terior of Aleppo, for which he paid equal to 9s. a quarter, and 
carriage to the coast alone cost upwards of 17s. 6d. a quarter. 
This item of expense being nearly double the first cost. 

The " Times" of the 14th October, 1856, in the City Article, 
gives the following digest of the trade returns of Syria and 
Mesopotamia. 

"Anew series of reports on the trade of various places from 
English Ministers, Consuls, and others has just been issued 
by the Board of Trade. Those which relate to Turkey are 
from Aleppo and Broussa, and, as the projected Euphrates 
Railway is to pass the former city in its route of 80 miles from 
the Mediterranean to the river, the facts in connexion with 
the commerce of that district are likely to attract much atten- 
tion. The progress of the place during the past five years 
and the magnitude of its capacities appear to be extraordinary. 
As far back as 1851, according to statements from Mr. Acting- 
Consul Barker, there were signs of a considerable develop- 
ment of trade, and the tendency was rapidly stimulated by 
the war. In imports, British manufactured goods amount in 



90 



quantity to about two -thirds of the whole trade of Aleppo. 
In value they are about one-third. Five years back this 
value was £146,405. Last year it was estimated at £471,353, 
exclusive of specie, which has been largely absorbed in the 
interior of Mesopotamia. As regards exports, the return for 
1854 shows a total of £993,630, which has risen in 1855, to 
£1,254,130, of which about £450,000 consisted of wheat 
flour and grain, while cotton and wool were also important 
items. The export trade in grain has been encouraged by the 
high prices prevalent in Europe since 1851, and in a still 
greater measure by the demand for the allied armies at Con- 
stantinople. 

" In relation to the capacity of the country to pour forth 
continued supplies, it is stated that nothing is wanted but 
effective means of transport to the coast to enable the whole 
of Mesopotamia to furnish incalculable quantities at prices 
below those of the ports in the Black Sea. At the end of 
March last, more than 50,000 quarters, belonging to different 
purchasers, were remaining in store to the east of the Eu- 
phrates, while there were still above 100,000 quarters for 
sale, and which were not taken, owing to the want of 
means of transport to the Mediterranean. Last year the 
rate of carriage from Aleppo to Alexandretta (one of 
the Mediterranean ports open for selection for the ter- 
minus of the Euphrates Railway) averaged £1 2s. 5d. 
per quarter for wheat, and £5 per ton for goods, while 
the price of wheat in Aleppo was only from 25s. to 30s. 
per quarter, and of barley lis. to 14s. Several years back, 
as soon as the demand for Europe admitted of exports being 
made at a profit even in the face of these enormous charges 
for land-carriage, the Turkish government removed the 
restrictions which had previously existed. ' Before a year 
had elapsed/ says Mr. Baker, ' hundreds of animals, camels, 
horses and asses were seen day and night conveying grain to 



91 



the coast, pursuant to contract. The succeeding year a still 
greater number were engaged in this business, and there is 
no doubt, were roads made, that the agriculture of the whole 
of the interior would increase so rapidly that the produce 
would be sold at very remunerating prices." 

" It is further pointed out that there are now no trading re- 
strictions to interfere with this state of affairs ; that Alexan- 
dretta is practically a free port; that Aleppo is the emporium 
of the whole of Mesopotamia, Bagdad, Persia, and the south 
of Arabia, and the link of communication between those 
countries and the Mediterranean; and that the only things 
requisite to develope the wonderful capabilities thus presented 
are carriage roads, railways or tramways to the coast, and a 
reform of the Turkish currency, which tends to embarrass 
every transaction, especially those depending upon a system 
of contracts. When it is considered that the proposed 
Euphrates Railway will not only supply all the facilities de- 
manded, hut is to shorten the journey to India by almost one- 
half, the changes impending in the destinies of this region, 
the early prospect of which is one among the salutary results 
of the tear, will appear to claim greater attention, commercially 
and politically, than any at present to be looked for in other 
quarters of the globe." 

That the same political and social events and topics 
recur at stated intervals in the world's history, with the 
regularity of comets, varied only in their phases by the 
progress of society since their last appearance, is as true now 
as when propounded by the great historian of Greece, in 
introducing his immortal history of the Peloponesian war. 
Now, as did our far gone ancestors, are we of the nineteenth 
century discussing the same social, political, and even 
geographical problems, that were battled over in the days of 
the Reformation, varying our views and our arguments no 
doubt according to the increased light which science and 



92 



learning and enterprise have cast on them, but still making 
the self-same problems our texts, as much as if they were as 
novel as when first propounded in the schools of the middle 
ages. Take, for instance, the mixed problem of the quickest 
route to the Indus — this, the great social, political, com- 
mercial and geographical problem from the days of the 
Ptolemies, is the problem of to-day. The course by which 
the problem is to be solved is, no doubt, changed by the 
progress of enterprise and discovery. We neither seek for 
that route by the Cape of Storms, nor by the Northern 
Ocean, but still the problem remains the same, not only in 
its general bearings, but in the interest it possesses in the 
public mind of every nation of Europe, and especially of 
England. 

" Like every other mixed question, the shortest route to the 
Indus is constantly receiving solutions, for the time appa- 
rently final, but as certain to be superseded in a due course 
of the world's progress by some one more perfect, and there- 
fore again apparently final. Such in an especial degree was 
the overland route by way of Egypt, which now stands in 
imminent jeopardy, if not in certain danger of being ere long 
superseded by another overland route by the way of the Persian 
Gulf; — and this at, the moment when the near approach of 
the construction of a railway, if not of a canal, through the 
Isthmus of Suez, bid fair to make us believe that at last the 
Indian highway problem had been solved. 

" At the present moment two solutions of this all-popular 
problem are offered to the world — the one astonishing for its 
magnitude and costliness : the other equally attractive from 
the very contrary qualifications — the one proposing to run 
5,000 miles of railway direct through Europe and Asia, des- 
pite every difficulty that man and nature can offer ; the other 
content to make a great stride towards the desired goal, by 
the simple construction of some eighty miles of railway, over 



93 



a level country, through the territories of a friendly power, 
and under every encouragement that its Government can give 
to an enterprise so largely beneficial to its purpose. The 
gigantic scheme proposes to follow the course of the crow, 
with an iron road from London, through Belgrade, Constan- 
tinople, Tartary, Ismid, the valley of the Sakaria river, to 
Sevri Hassar, and then on by Ak-Serai and the Kurin 
mountains. Emerging thence, it would strike the head of 
the Euphrates Valley, and working almost parallel to the 
river course, pass to the west of the Singar Hills to Bagdad 
and Bassorah. To attain only thus far, which would still 
leave 1,100 miles of line to be run through Persia, and the 
wilds of Beloochistan, above 1,000 miles of the highway 
has yet to be laid hi Europe, and at least 1,800 more 
to be constructed hi Asia. That such a project could be 
carried out is no doubt within the bounds of possibility, 
though quite out of the verge of common probability. It is 
possible for Austria, Belgium, France, Turkey, Persia, and 
even the wild tribes that border on the latest annexations of 
North.- Western India, to enter into a general railway alliance 
and complete this iron-highway. And it is certain that if 
they will do so, that for a consideration, English capitalists 
will find the money, and English engineers will find the 
talent, and English manufacturers, if need be, will find the 
materials for thus bringing Calcutta within a week of 
London. But to suppose that such a project can be worked 
as a commercial speculation is absurd. Whilst to expect that 
it should be realised as a political movement passes the 
credulity of spirit-rapping." 

" The less ambitious, and therefore more practical and 
profitable project, is put forward by Mr. Andrew, who is so 
well known to all who have interested themselves in the 
promotion of railways in India, as e The Old Postmaster,' and 
chairman of the S chide Railway. As explained in his valu- 



94 



able work, it is so clear in its advantages and so simple in 
its details, that it will require but few words of comment 
from us. It is no new line of country that he proposes to 
take, but one that was carefully surveyed by Colonel Ches- 
ney, of Euphrates notoriety, as far back as the days of 
William IV., and afterwards by two members of the Indian 
Navy, Captain Lynch, C.B., and Commander Campbell. 
All these authorities agree that there are no serious engi- 
neering difficulties to contend with, or as it was phrased in 
the Westminster Epilogue — 

' Omnia plana 
Nil quidqnam dignum, nomine colliculi.' 

" This fortunate bit of country, which is to be made the 
connecting link in the great chain of Indian communication, 
stretches from the old port of Seleucia on the Mediterranean, 
by the towns of Antioch and Aleppo, to a point on the 
Euphrates call Ja'ber Castle, whence the stream is navigable 
for more than 700 miles to Bassorah, at the head of the Persian 
Gulf. The whole distance is no more than eighty miles, half 
of which is a dead level, and the rest of a character most 
favourable to railway works." 

" But its effects on the Indian problem are by no means 
commensurate with its own apparent proportions. By this 
bit of a line — which beginning at a port on a great sea and 
ending at the head of a navigable river on a greater ocean, 
is of itself, and by itself, a complete, perfect, and profitable 
enterprise — not only will a new country be opened up to 
European enterprise, but a directness in the route to India 
obtained which few would believe who do not work it out 
on the map. Taking the line of the Austrian railways to 
Trieste, thence by steamer to Seleucia, thence by rail to 
Ja'ber Castle, down the stream to Kurrachee where the 
Scinde Eailway commences the future net- work of Indian 
lines, the traveller will follow a route as direct as any 



95 



railway can be expected to afford, in the construction of 
which financial, as well as political, considerations have 
been preferred to the temporary eclat which some originators 
seek to obtain by the disregard of these very necessary and 
very useful points. Eight days and six hours will take the 
traveller through Trieste to Seleucia, thence the railway will 
take him in three hours to the head of the navigable waters 
of the Euphrates. Three days and three hours more will 
see the river voyage completed to Bassorah ; and three more 
days — making in all fourteen — bring the traveller to Kur- 
rachee, where the Scinde Railway keeps the western door of 
the railways of our Indian empire. 

e< Like most of the other railways for which India is in- 
debted to Mr. Andrew, this Seleucia to Ja'ber Castle line, 
though complete in itself, is regarded by him as the 
parent of further lines, whose construction will depend on 
the success of the parent line, and will gradually lessen 
the distance between the Mediterranean and the Persian 
Gulf, Thus he would extend his works by degrees along 
the valley of the river to Phumsah, the ancient Thapsacus, 
cross thence into Mesopotamia, working down the valley by 
Anah and Hit to the environs of Bagdad, and thence, by 
Babylon and Hillah, to the point where the Tigris and the 
Euphrates join, and the united stream becomes deep enough 
for steamers of the largest size. Other branches, too, might 
tap the Persian Gulf at Schuster, or at Bassorah, where the 
trade is extensive, and the accommodation for ships of large 
tonnage already ample. 

" Important as this valuable little link in the great Indian 
chain is to us, because it is a link, as a separate and a local 
line, its importance to the Turkish Government, and its effect 
on the well-being of the races that inhabit the country 
through which it will pass, cannot be exaggerated. The 
Turkish Government, therefore, do right well in extending 



96 



to this project their most active patronage, in not only giving 
the land free," and placing every facility they can command 
at the call of its promoters, but in securing its immediate 
construction, by offering such a minimum rate of interest as 
will ensure the immediate subscription of the capital, irre- 
spective of the future profits of the enterprise. Such is the 
latest, and till balloons are brought under whip and bridle, 
the final, solution of the time-honoured problem of the 
shortest route to the Indies."* 

" Now that a new era is to begin for Turkey a new and 
higher principle ought to be likewise adopted in her inter- 
national relations with Europe. 

" This principle is that of mutual interest, and its standard- 
bearer ought to be England, for no other country has so 
many reasons for establishing this principle. There is 
scarcely a point on which the interests of Turkey and Eng- 
land come into collision, and no other country is more inter- 
ested than England in the developement and prosperity of 
Turkey. England has no need of privileges and exclusive 
advantages ; * on the contrary, the freer the intercourse, the 
more unlimited the competition, the surer is England to suc- 
ceed. Turkey has need of capital and industrial enterprise, 
which abound in England. Turkey has raw produce, which 
could be increased tenfold, and for which she could find no 
better market than England. 

" It is these mutual wants and mutual advantages which, 
believe me, people in this country are beginning to appreciate, 
and which ought to guide England's policy in Turkey. It 
would by degrees establish that firm and legitimate in- 
fluence which seems far preferable to momentary triumphs, 
and is entirely independent of the fall of Ministries and the 
disgrace of favourites. 



* " Bell's Weekly Messenger. : 



97 



Every step which leads in this direction ought to be 
hailed with approbation. Among the countries through 
which the railway is to run, Mesopotamia ought more 
especially to attract the attention of Europe as admitting of 
the greatest development. <{ Up to the last few years the 
government of Bagdad was one of the most thankless and 
seemed one of the most hopeless. For the last four years 
this has been entirely changed by the exertions of one man. 
It is so rare to find a Turkish official who really does his 
duty, and who thinks of his province more than of his pocket, 
that every one of them ought to be known. Mehemed Red- 
schid Pasha, the present Governor of Bagdad, is one of these. 
Formerly Grand Master of Artillery, he made himself most 
objectionable by his economy and strict vigilance in money 
matters. He was in consequence of this removed four years 
ago to Bagdad. This province, exposed as it was to the in- 
cursions of the Arabs under Persian rule, and to the migra- 
tions of the Arabs of the Great Desert, is as of old, in charge 
of a Governor who unites civil and military power, and 
enjoys a greater independence in the administration of his 
pashalic than any other Governor. This position, of great 
advantage in the hands of an energetic man, became a 
source of ruin under a succession of incapable and dishonest 
officials, so that when Mehmed Redschid Pasha arrived he 
found everything in decay. The revenue had fallen off to 
1,600,000 piastres, the country was infested on all sides by the 
incursions of the Persian Arabs, all the silk manufactures, which 
had formed one of the chief sources of prosperity, were fast 
falling off, and every year the desert was encroaching on the 
cultivated ground. All this he has succeeded in remedying 
in four years. The Arabs are kept within their bounds, the 
revenue has more than doubled, and Bagdad, which had 
been obliged to import silk manufactures from Aleppo and 



H 



98 



Persia, is now beginning to supply the border countries with 
tissues of an exquisite taste."* 

" I told you long ago that this project (the Euphrates 
Yalley Railway) was above all popular among the Turks — 
among the mass of them, because it struck their imagination, 
and among a few, because they saw its immense importance 
for the development of the country through which it would 
run." 

"In a collossal undertaking like the Euphrates Valley 
Railway, running through a country comparatively little 
known as to its real resources, calculations can, of course, not 
be made with the accuracy which can be obtained on other 
railways ; but still some approximate estimate of the probable 
traffic can be obtained, and this is certainly rather in favour 
of the line paying. In order to effect this, it would seem 
necessary to have the local traffic as much in view as the 
through traffic to India. It is a well known fact that it is 
never the latter, but the former which pays. With this view 
kept before one, it is of the highest importance to touch as 
many intermediate points as can be done without lengthening 
the line too much. This can be done so much the easier as 
there are comparatively few established centres of commerce 
on the line, and as they are so situated that by following 
them as nearly as possible, physical obstacles are at the same 
time avoided. The company seems to have understood this 
point, and General Chesney was enabled to lay before the 
commission approximate estimates of the traffic of the 
different places and of the probable increase in the traffic, 
the chief difficulty of which lies in the defective means of 
transport. Another point which ought not to be overlooked 
is the gradual construction of the line; and the project of the 
company to make, in the first instance, only the line from 



Constantinople Correspondent vide " Times," 2nd July, 1856. 



99 



the Euphrates to the Mediterranean has been made with that 
view. The idea is so much the more happy as this line will 
touch the natural high road from the interior, which has been 
adopted for centuries. A gradual construction of the line 
will likewise help to overcome the prejudices which might 
exist in those countries against railways or any other inno- 
vations, by showing the advantages which will be derived 
from them for the producers. The greatest difficulty will 
begin when the railway comes within the rayon of the 
Bedouins. In this respect the Turks are anxious that the 
line, if possible, should be constructed on the left bank of the 
Euphrates. Two objects would be gained by this — first, the 
railway would run nearer to the commercial centres, which 
are nearly all situated on the Tigris ; and, secondly, the 
guarding of the line would be much easier."* 

A recent number of the Journal de Constantinople has an 
article on the connection of Bagdad with Bussorah by water 
transit, in which the following passages occur : — " The 
Imperial Government, as we announced some time back, has 
prepared a decree ordering the purchase of two steam- vessels 
for the purpose of establishing a communication between 
Bagdad and Bussorah. The consequences of this measure, 
which has just obtained the imperial sanction, are immense. 
Before, however, entering into an examination of the ques- 
tion with regard to its commercial and political aspects, it 
will be necessary to cast a rapid glance at these two cities, 
situated on the confines of the empire, and get materials for 
a judgment as to their future capabilities by considering their 
present condition. 

" The population of Bagdad may be estimated at from 
75,000 to 80,000 inhabitants — Mussulmans, both Sunnites 
and Sheeahs, Jews, and Christians of different Oriental sects. 



Constantinople Correspondent/ vide "Times," 15th Oct., 1856. 

H 2 



100 



The followers of Ali (Sheeahs) have a majority, but as they 
themselves are treated with great kindness by the Imperial 
Government (which is Sunnite in its faith), their dissent 
from the established religion has the effect of rendering them 
tolerant to the Jews and Christians. The small number 
of Europeans settled at Bagdad enjoys, thanks to this tolera- 
tion, unbounded religious and personal freedom, which has 
never yet been disturbed by any act of fanaticism. We may 
rest assured that from Bagdad to the sea the population of 
Arabia, the fixed as well as the Nomade tribes, is not 
tainted with fanaticism. This is what distinguishes them 
from the Arabs of Barbary and Syria. 

" At Bagdad religious toleration is established so firmly as 
a national habit that the government is strong enough to 
permit the public celebration of the Sheeah worship, and even 
processions on the days of Persian fetes. This politic mode 
of proceeding has the effect of attracting towards the city nu- 
merous Persian caravans. As many as 200,000 persons have 
visited the city in this way in the course of a year. 

" As the local government gives all kinds of aid and pro- 
tection to those pilgrims who wish to visit the tomb of Ali at 
Nedjef, that of Hussein at Kerbela, and the various mauso- 
leums of the Imaums whom the Sheeahs hold in pious reve- 
rence, they put their pilgrimage to a double purpose, 
employing it for commercial as well as religious purposes. 
The arrival of the caravans at Bagdad is looked for every 
year as a period when trade receives a new impetus. The 
Persians bring shawls, silks, carpets, arms, &c., and receive 
in return the produce of the country, European goods, and 
colonial productions. 

ee The streets of Bagdad are narrow, and the bazaars are 
covered. The houses are built of baked brick. On the 
upper story the connecting material is clay. The res-de- 
chaussee, or rather (we may call it), the lower floor, for it 



101 



sinks several steps below the surface, is vaulted, and 
cemented with plaster and chalk. These cellars, called 
serdap, are the ordinary habitations of the population dur- 
ing five months of the summer. The nights, so superb in 
these latitudes, are passed on the terraces. These terraces, 
on account of the dryness of the wind and the absence of 
dew, form most delightful abodes The rooms of the floor 
are inhabited during the rest of the year. In winter, in the 
month of January and February, a fire is endurable, for 
though there is no frost, the cold makes itself felt. 

" The city is divided into two nearly equal parts by the 
Tigris (Chatt-el-Didjle). A newly-built bridge of boats 
unites the two banks." <e There is a wind blowing almost con- 
stantly from the north during more than three quarters of 
the year. This wind, by moderating the temperature, is of 
great sanatory use to the city and the environs. Since the 
present governor-general, Mehed Rechid Pasha, has had 
a dyke constructed to prevent the overflow of the Euphrates 
through the ancient canal of Saklawieh, which formed, be- 
fore its conjunction with the Tigris, an immense marshy lake 
on the north-east of Bagdad, the sanitary state of the city 
and the surrounding country has been remarkably good. The 
governor-general signalised his entry upon the duties of his 
appointment by this work. Since that time the marsh has been 
drained and the fevers have disappeared." " The waters 
of the Euphrates in regaining their normal course flow into 
the ancient canals used for irrigation, and into the new 
canals which the governor-general has had constructed in the 
environs of Babylon. The effect of this has been to restore 
fertility to the country, and the cultivation of the land has 
experienced an immediate development. 

" The interminable plains which surround Bagdad and 
Babylon consist of alluvial earth. They form a parched 
desert when not irrigated ; but if a mere slender stream of 



102 



water were brought from the Euphrates or Tigris they would 
be turned into luxuriant gardens. No country is more 
favourable than this for the construction of canals. It is flat 
and free from undulations. The clay bed of the river trans- 
mits the water without being permeated by any portion of it, 
and the spade and the plough are never interrupted in their 
course by a stone or flint. On every side we come in con- 
tact with the gigantic works of men of old. We are sur- 
rounded with ruins, with dried-up beds of immense canals, 
extensive ramifications of a complete and scientific system of 
irrigation. These ruins open a vast field of study for modern 
engineers. This is the spot above all others where we can 
arrive at the comprehension of the agricultural effects of an 
abundance of water, and a high temperature. 

ei Two rapid rivers run through the whole country. "What 
use has hitherto been made of these ? 

(S The Tigris is navigable from Diarbekir, but only for 
rafts constructed of limbs of trees buoyed up by inflated 
skins. 

cc These barges carry travellers and goods as far as Bagdad, 
but are at the mercy of the current. At Mossoul (Nineveh), 
half way, we see these rafts built on a larger scale, the river 
from there to Bagdad being wider and more rapid. When 
they arrive at their destination the rafts are broken up, the 
wood sold, and the skins carried back to the place froni 
whence they came by mules, ready for use in another voyage. 

(i From Bagdad southwards the Tigris is navigable for 
ships. A war steamer belonging to the English East India 
Company conveys the mail from there to Bussorah. The two 
steam vessels which the Imperial government has ordered 
to be built will render the navigation of the river safe." 
" Everything gives us reason to hope that this is only a com- 
mencement, and that very soon the merchants of Bagdad, 
enlightened by useful experience, will increase the number 



103 



of steamers. The Imperial government has taken the ini- 
tiative. Private industry must follow in the same direction- 

" The Tigris has several shallows. The navigation in con- 
sequence is sometimes difficult in summer. Vessels drawing 
no more than three feet of water can pass in all seasons. No 
very extensive operation will be necessary to remove these 
obstacles, which even in the present state of things are 
easily surmounted." 

" This project of a commercial road, uniting the Mediter- 
ranean with the Persian Gulf, is not Utopian, and deserves 
to be taken into serious consideration by the Imperial govern- 
ment." 

" The Tigris and the Euphrates, by their union at Kur- 
nah, form the Shut-el- Arab, a magnificent river, perfectly 
navigable throughout to the sea. The great steam vessels of 
the East India Company have often been seen at Kurnah by 
the astonished Arabs. The native pilots have been tutored 
by the English, and are as good as could be desired in a 
country in which maritime and commercial relations have to 
be established anew. Erom Kurnah to the sea, a distance of 
about forty leagues, the river is bordered almost without 
interruption by forests of date trees, the sole product of the 
soil in this part of the province. We are led, however, 
to ask what it might not produce, when we reflect that even 
at Kurnah the tide is perceptible, that at Bussorah there is a 
fall and rise of seven feet on the average, and that twice a 
day the country is irrigated with soft water, which leaves 
behind it a fertilising mud. Man therefore has nothing to 
do here but to prepare the earth for production. Nature 
takes upon itself the charge of irrigation, and the climate is 
such as to cause the plants of Europe and India to develop a 
vigorous and almost incredible vegetation. 

" The sugar-cane, flax, hemp, indigo, the blackberry, the 
banyan, rice, the vine, in short, all plants flourish. Nothing, 
however, is cultivated, with the exception of the date, which 



104 



requires scarcely any care, and which, when once planted, 
lives for centuries." 

It is gratifying to find, that not only in England and 
Turkey, but that in India the public mind is freely aroused 
to the magnitude of the results that must flow from improv- 
ing the means of intercommunication between the East and 
the West. 

The Bombay Gazette, of recent date, has the following : — 
" We cordially second the proposal of our Kurrachee 
friends for a weekly Mail communication between India and 
Europe ; but the Euphrates route is clearly the line for 
them. It is a saving of eight hundred miles between Scinde 
and Malta ; through one of the most fertile countries in the 
world ; a part of the world, too, where it is most desirable 
that British influence should be felt by rulers, and favorably 
known among people. Every now and then, it is true, we 
hear of there being grave objections to the Euphrates route, 
sometimes they are geographical, sometimes political, but 
never insurmountable ; and to our clever countrymen in 
Scinde we are sure the difficulties would be as nothing, if 
they took the thing in hand." 

The trade of Turkey-in-Europe, Asia Minor, Mesopo- 
tamia, and all along the proposed line of Bussorah, is of 
great importance, and only requires a ready means of transit 
for its rapid development. The success of the English and 
Austrian Steam Companies on the line between Constanti- 
nople, Smyrna, anoV the coast of Syria and Egypt, is a strong 
proof that the resources of these countries merely require 
an outlet. The Mahommedans are now quite alive to the 
importance of rapid locomotion — be it by railway or steamers. 
The tedious mode of transit by caravan is nearly at an end, 
whenever a quick mode of transport is available.* 



* M.S. Notes of Lectures delivered before the Imperial Academy of 
Vienna, by Pr. J. B. Thompson- 



105 



We have seen that it is computed that 200,000 pilgrims 
pass yearly along the route of the Euphrates or Tigris to 
visit Bagdad and other Holy Cities ; and reference here 
may be made to the tabular statement of traffic, on the next 
page, by a Bagdad merchant. 

The comparison of the imports and exports of the ancient 
trade, with these countries, is very striking, and the more 
modern statistics of our trading with the East during, and 
subsequent to the existence of theLevantCompany, are equally 
important, and should be sufficient to satisfy us as to the 
value of the great field open to our commercial enterprise. 

These countries are rich in minerals, but have as yet been 
only partially explored with a view to their development. 

The importance of a railway from the Mediterranean Sea 
to the Persian Gulf will be still more apparent, when it is 
estimated in conjunction with the commercial advantages 
to be derived from the four great rivers of Western Asia. 
" The elevated plateau which extends from the base of 
Mount Ararat into Northern Armenia, Khurdistan and part 
of Asia Minor, contains the sources of four noble rivers, 
having their estuaries in three different seas ; and thus 
from Armenia as from the centre of a great continent, giv- 
ing an easy communication to the nations of Europe and 
Asia." A reference to a map will show, " that by following, 
the Kizil Irmak through Asia Minor, we reach the Black 
Sea, from whence there are inlets to Russia, Austria, Turkey, 
&c. In the same way, the Aras, by terminating in the Cas- 
pian, opens several routes towards Great Tartary, as well as 
towards the rest of Central Asia and China : while the Tigris 
and Euphrates, with their numerous ramifications, afford 
abundant means of communicating with Persia, India, Arabia 
and the Continent of Africa,"* and offer channels for a very 
extended consumption of British manufactures. 



* Vol. I. of Expedition to the Euphrates and Tigris, 



106 



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107 



" Who is to say " (wrote the late Dr. J. B. Thompson 
some years ago), " but that even in our own day we may not 
hear of excursion trains to Palmyra, Bagdad, and the Tigris, 
by the great Eastern Orontes and Euphrates Valley Line of 
Railway, the stupendous aqueduct of ancient Seleucia forming 
a terminus, with branch lines to Baalbeck and the Plains of 
Issus— The battle-field of Alexander and Darius." 

One of the happiest results of the war in the East, after the 
restoration of the Christian races to their rights, will undoubt- 
edly be the opening of the country to commerce, colonisation, 
and intercommunication. The presence of Western settlers 
and merchants will constitute almost as novel a feature in the 
new state of society as will a regiment of Armenians or Kur- 
dish Nestorians. The removal of all obstacles to the purchase 
of land by foreigners, the establishment of a sound financial 
system, and of guarantees for the security of capital invested 
in railways, roads, or harbours, will be the diplomatic labours 
that must ultimately be productive of the greatest results. 
A rich and unworked land is before us, and the industry of 
the West may go in and possess it. The contemplated railway 
from Belgrade to Constantinople will bring Turkey into con- 
nexion with the other states of Europe. It is to be hoped that 
quarantine — that obsolete police resource of despotic gover- 
ments — will be done away with, and that Turkey will no longer 
be placed by such absurd regulations without the pale of Euro- 
pean Society. Beyond Constantinople all is new and almost 
virgin land. The resources of Asia Minor for soil and pas- 
turage, for timber and other vegetable products, and for its 
valuable minerals, cannot be over-estimated. The Taurus 
reveals within its mighty ramparts untold treasures. Syria 
and Mesopotamia lie at its feet, teeming with untilled and 
uncared-for capabilities. The valleys of the Euphrates and 
the Tigris only want the presence of man to gladden and 
cheer the onward course of their magnificent floods. Myriads 



108 



of acres of rich, alluvial soil pant for the plough to expand 
their far-spreading harvests to a noontide sun. The great 
nations of antiquity would be revived on the land of their 
birth, and the seat of the dispersion of mankind would 
become a centre of reunion. 

That facility of intercourse creates commerce, and com- 
merce carries with, it civilisation, is an axiom founded on 
universal experience, and this applies itself in the East alike 
to the opening of Asia Minor, to the valleys of the Euphrates 
and Tigris, to a new route by the Dead Sea, or to a transit 
by the Isthmus of Suez ; but, from the smaller extent of 
countries affected, in a minor degree to the two last schemes. 

The junction of the Mediterranean and the Bed Seas by 
a navigable canal — a project which appears in our days, 
thanks to the exertions of M. de Lesseps, to be assuming the 
aspect of a reality — is an undertaking, the utility of which, 
has attracted the attention of all the great men who have 
reigned in, or conquered, Egypt ; Sesostris, Alexander the 
Great, Julius Caesar, the Arab conqueror Amru, Napoleon I., 
and Mehemet Ali. 

The great question is the practicability of the underta- 
king. M. Lesseps tells us that the report of the engineers 
replies triumphantly to all objections respecting the sands of 
tbe desert, the alluvial deposits at Pelusium and Suez, and 
the navigation of the Red Sea. If this is the case, how does 
it happen that a project so feasible upon superficial contem- 
plation, and which has been entertained by all the great men 
who have reigned in or conquered Egypt, has never been 
carried into execution ? It is true that a canal communica- 
ting with the Nile was in existence in ancient times, but has 
it not also three several times been encumbered if not oblite- 
rated ? Firstly, about the middle of the ninth century before 
the Hegira ; secondly, about the fourth century before the 
Hegira ; and thirdly, about 130 years after the Arabian 



109 



conquest. Upon the question of the navigation of the Red 
Sea we entertain but one opinion, which is, that it presents 
difficulties, obstacles, and inconveniences of a very serious 
description, and that are not met with in the navigation from 
Bombay or Kurrachee to the Euphrates. Again, with railways 
from Hyderabad (in Scinde) as from a centre, the Punjaub, 
Delhi, and Calcutta, as well as Bombay, are brought infi- 
nitely nearer to Europe by the Persian Gulf and the valley 
of the Euphrates than by the Red Sea. 

We wish well to the project of M. Lesseps ; there cannot be 
too greatly increased facilities of communication in any direc- 
tion ; those who uphold the contrary, must be weighed down by 
prejudices which they labour under in common with Jesuits 
and Japanese. There is room in the East for many lines of 
intercommunication, and the existence of any, or of all, would 
only tend to contribute to the preservation of the Ottoman 
Empire, to the cementing of alliances among nations, and to 
the opening of commerce and advance of civilisation among 
remote and unbefriended countries and people. 

One of the most curious suggestions made in modern 
times, when growing intercourse is seeking for improved 
channels of communication, is that of Captain William Allen, 
who proposes to open a canal between the Mediterranean 
and the Red Sea, first from the Bay of Acre across the plain 
of Esdraelon to the valley of the Jordan, thence by the Dead 
Sea to Ghor, and finally by the Wadi al Araba to the Gulf 
of Akaba. 

Si In order to ensure the success of the project as far as 
human means can conduce to it, we must first obtain a 
thorough knowledge of the localities by careful survey — a 
thing which has not as yet been done — but Captain Allen 
has accumulated sufficient data to enable him to estimate 
that there would be a fall equal to 1300 feet, and that thus a 
communication once established between the two seas and 



110 



the Dead Sea, the current would carry off all the earth (pre- 
viously loosened by blasting). We suppose the captain 
means here the current that would be established on letting 
the water into the depression of the Dead Sea, for the differ- 
ence of level between the Mediterranean and the Red Sea 
being only some two and a half feet, it is evident that when 
once the depressions were full of water and an equilibrium 
was established, there would be no more current than in the 
projected canal at the Isthmus of Suez." 

To return to the more immediate object of this memoir, 
we may mention a few particulars regarding the port of 
Seleucia, not before alluded to. 

When Captain Allen examined the condition of this port, 
with a view to its restoration, he found the outer port to be 
actually useless, being nearly filled with sand washed up by 
the sea ; the inner port, or basin, partially silted up by de- 
posits brought by torrents from the mountains, and the canal 
of communication nearly filled with silt and boulders. The 
great culvert, 1000 yards in length, traversing the solid 
rock, in one place with a depth of cutting 150 perpendicular 
feet, and which has so excited the admiration of travellers, 
almost perfect, and the west wall, the only part of the cir- 
cuit of the basin which is not bounded by rising ground, 
also but little injured. 

The basin is 2000 feet long by 1 200 feet wide occupying 
an area of 47 acres, in fact, as large as the export and im- 
port basins of the East and West India Docks together. 

The advantages to be derived from opening this port have 
also been carefully summed up in the work called " Lares 
and Penates ; or, Cilicia and its Governors," p. 269. These 
are, that the port and bay of Antioch are nearer at hand than 
that of Iskandrun or Alexandretta ; that it saves the difficult 
navigation of the Gulf of Issus ; that whereas Alexandretta 
has been regarded as one of the most unhealthy spots on the 



Ill 



coast of Syria, and hence few can be induced to reside there, 
Seleucia is a comparatively healthy place, and would, if 
opened to commerce, soon become in all probability a flourish- 
ing town; that the road from Seleucia to Antioch, Aleppo, 
and the Euphrates, is comparatively open, while that of Alex- 
andretta has to cross the formidable Syrian gates — the moun- 
tain pass of Baylan (ancient Erana) — between Amanus and 
Rhosus ; that while Cilicia is too frequently disturbed by 
local dissensions and the rebellion of races, the neighbourhood 
of Seleucia, chiefly tenanted by peaceful Christians, is remark- 
able for its tranquility and security; and lastly, Seleucia 
would constitute the safest harbour (especially for steamers) 
on the whole coast of Syria, and would from that circum- 
stance, and from its greater proximity to Antioch and Aleppo, 
entirely supersede the ports of Bayrut, Tripoli, and Lataki- 
yah. The same circumstances that have existed since the 
period when it was adopted as the site for landing the steam- 
boats and equipments of the Euphrates Expedition still exist ; 
and at a very moderate outlay Seleucia might be again ren- 
dered what it once was — the most capable, the most flourish- 
ing, the most populous, the most beautiful, and the most 
healthy port of Syria. As to the effect which the opening of 
such a port would have upon the commerce of the interior, 
and the promises it holds out as the key to North Syria, the 
Euphrates, Mesopotamia, the Tigris, Kurdistan, and Persia, 
and the line of communication that could be opened by this 
route to India, they are now known to the Turkish and 
Indian authorities, the British government, and all concerned 
or interested in the amelioration of the countries in question, 
in the progress of commerce, and the general advance in 
civilisation. 

" It may be asked," says Captain Allen, C( why I propose 
to construct, or rather to reconstruct, a harbour on a coast 
where not only there is no commerce, but where there is 



112 



even a very small population, in scattered and poor vil- 
lages. Although this is but too true, the original and 
natural elements of prosperity, which in former times 
required such an outlet, still remain in the inexhaus- 
tible fertility of this wonderful country. This may be said 
to comprise, not only the neighbouring rich valleys of the 
Orontes and Bekaa, to which the cities of the Tetrapolis and 
many others owed their origin and rapid prosperity ; but it 
was the channel through which flowed the riches of Mesopo- 
tamia, which gave birth to a Nineveh and a Babylon ; and 
even the wealth of Persia and the furthest East have had, 
and still may find, an emporium in Seleucia. The great fer- 
tility of Mesopotamia was carried to its utmost limit, by 
means of the numerous canals for irrigation with which the 
country was everywhere intersected ; some of the largest of 
these were navigable. They excited the wonder and interest 
of Alexander the Great, who examined them personally, and 
6 steered the boat himself.' He employed a great number of 
men to cleanse and repair them. { Of all the countries I 
know,' says Herodotus, f it is without question the best and 
the most fertile. It produces neither figs, nor vines, nor 
olives ; but in recompense the earth is suitable for all sorts 
of grain ; of which it yields always 200 per cent., and in 
years of extraordinary fertility as much as 300 per cent.' 

" These advantages inspired ancient rulers, merchants, capi- 
talists and engineers to construct works to which neither 
the destructive power of man, nor the convulsions of nature 
during more than 2000 years, have been able to do irrepa- 
rable injury. It is truly an enduring monument of the well 
directed energies of its founders, and has vainly invited their 
apathetic successors to profit by so valuable a legacy. 

" The commerce of the rich countries I have alluded to 
has, indeed, never ceased ; for though almost annihilated by 
the discovery of the Cape of Good Hope, which enabled the 



113 



energies of a maritime nation to divert the greater part of 
that route, some portion still flows languidly by a perverted 
course and an inferior outlet ; owing to the neglect of this, 
its natural channel and emporium. Thus the present trade 
of the East, centring in Aleppo, is carried on by means of 
camels and mules over the mountain pass of Beilan, the Syrian 
gates, and embarked at the unhealthy and inconvenient Port 
of Skanderun, at the head of the gulf of the same name. 

" The produce of the great basin of the Euphrates and the 
Tigris, including Persia and the nations on the southern 
slopes of the Taurus and Caucasus, demands an outlet. The 
natural one is of course the Persian Gulf ; but the stream of 
commerce does not set that way, the demand being in the 
West. Providence has given the means, which were fully 
profited by in former times. The greater development of 
the present day does not find the ocean route sufficient, and 
the time may come when its increasing exigencies may stretch 
its iron tentacles even across Mesopotamia. These are visions 
of the future ; which, however, daily experience proves is 
nearer to the present than any one dares to imagine Leaving 
these to be unfolded by time, the present facilities are amply 
sufficient for the present resources. 

" The country possesses in itself locomotive power to an 
enormous amount, which is produced and wasted, waiting 
century after century for employment. I mean in the thou- 
sands and thousands of camels, — ships of the desert, — that 
only live to crop the luxuriant herbage of the wide countries 
of which they might convey the more valuable productions ; 
by a sluggish current it is true, but sufficient in amount, to 
fill more and greater marts and ports than Seleucia, and to 
call forth the swiftest energies of steam to carry off its slow 
but steady influx. In addition to all this, by the employ- 
ment of their camels, the wandering Arab tribes would be 
reclaimed to civilisation and religion. 

i 



114 



" We may see what can be expected of the revival of com- 
merce in these rich countries by what has been done at 
Berut ; where, with a port that affords less facilities for ship- 
ping goods than even Skanderun, the town has become three 
times as large as it was only twenty years ago. But Seleucia, 
with a port where ships could load and unload at the quays 
without the tedious intervention of boats, and being safe 
from the delays of bad weather, would draw to itself all the 
trade of Aleppo ; to which city a good road could be made, 
and eventually a railroad, as it has been ascertained by 
General Chesney's valuable and careful survey, that there 
are no obstacles to the construction of one. 

" These fertile tracts now lie waste and unprofitable, except 
for imperfect and desultory cultivation by the hordes in- 
habiting the mountains on their borders ; who, through de- 
vastating wars and a long series of bad governments, are 
reduced to such a condition of abasement, both physical and 
moral, that they draw but the merest necessities of food and 
clothing, from the varied and inexhaustible bounties of 
nature, by which they are surrounded. With security and 
encouragement, however, they would not only become active 
cultivators of the raw material, and increasing consumers of 
it, when returned to them in a manufactured state ; but they 
would be zealous disseminators in regions which are now, 
from various impediments, inaccessible to British enterprise. 

" If the better outlet were established which the restoration 
of the fine harbour of Seleucia would afford, it is probable 
that many of the merchants of Aleppo, especially the Franks, 
would be induced to settle here by the greater convenience 
they would find for their transactions, and by the greater 
chances of security for life and property here than at Aleppo, 
where they are in constant danger from the turbulent and 
fanatical population of that city, of which there was a melan- 
choly instance in the autumn of 1850. 



115 



"The fine scenery and beautiful climate of the valley of the 
Orontes might also attract emigrants or speculators from 
England ; while the native population of the north, or right 
bank of the Orontes, — who are all Christians, and though 
industrious and well disposed, are poor and stationary on 
the soil, — would have energy and elasticity imparted to them 
by the example of the settlers and the rewards of increasing 
prosperity. So that, from these germs, improved grades 
of society would soon arise to emulate the glories of ancient 
Seleucia. Such a result could not but be beneficial to the 
Turkish government ; as it would bring great increase of 
revenue to its coffers from regions now yielding little or none. 
It would add to the strength of the empire, and be the means 
of imparting vigour to distant provinces, now exhausted and 
languishing, in the efforts made for the benefit of the capital. 

" In order, however, to attain these advantages, it would be 
indispensable that guarantees and immunities be secured to 
the port and city, so as to leave enterprise unshackled. The 
Tanzimat proposes to do this ; but unless vigorously en- 
forced, this very liberal firman of the present benevolent 
Sultan will remain a dead letter, though intended by his 
Highness to bring all his subjects equally under the protec- 
tion of the laws. Strenuous efforts are now being made by 
the Turkish government to carry out bond fide its provisions. 
No time could be more favourable than the present, when 
the efforts we are making to uphold the tottering empire 
must convince the Turks of the sincerity of our good will, 
which should lead them to unite cordially in any project that 
holds out a prospect of great mutual advantage. With such 
guarantees as might reasonably be expected from the present 
circumstances and disposition of the Porte, it would seem to 
promise to be a safe speculation, — a small risk for a great 
ultimate advantage." 

It is to be remarked upon this very valuable testimony 

i 2 



116 



to the advantages of the proposed route, that what Captain 
Allen says of Mesopotamia appertains, strictly speaking, only 
to Babylonia. The Pallacopas navigated by Alexander was 
a canal 80 stadia distant from Babylon ; the ancient system 
of canal irrigation did not extend beyond the alluvial plains 
of Babylonia and Chaldea, and the country alluded to by 
Herodotus (Clio, 192) is Babylonia solely. Mesopotamia 
produces figs, vines, and olives, as well as Syria. To these 
may be added the cereals, rice, cotton, tobacco, castor and 
sesamum oil, pistachio, mulberry, pomegranate, oranges, 
lemons and citrons, and a great variety of fruits, esculent 
vegetables and roots. The hilly country produces timber 
for construction, ship-building and cabinet-work, gall-nuts, 
and an infinite variety of dyes, drugs and medicinal plants. 

The extent of fertile tracts that now lies waste and unpro- 
fitable in these regions is immense. In the valleys of the 
Euphrates and Tigris there are many tracts of irreclaimable 
wilderness, but in most portions of the curves of both rivers 
there are more or less extensive tracts of river alluvium, in 
which the whole of the soil is cultivable. A few of these — 
Hawi as they are called by the Arabs — are actually culti- 
vated, or are the seat of towns and villages ; upon others, 
the nomadic Arabs occasionally pitch their tents and feed 
their flocks, but the generality are left to the wild boar and 
the francolin. The ruins of ancient cities, as Nimrud, Kalah. 
Shirgat, and Opis on the Tigris ; of Europus, Balis, Thapsa- 
cus, Rakkah, and Zenobia on the Euphrates, are met with 
on spots of this description, showing that what is now a 
grassy solitude was once cultivation and populousness. In 
the lower part of the Euphrates, south of Annah, large 
tracts of grassy land are shown to have been once cultivated, 
by the remains of great water wheels with which these lands 
were irrigated. At some few points, as at Mosul, Tekrit, 
and Bagdad on the Tigris, and at Bireh-jik, Kalah Jabar, 



117 



Deir, Rahabah, Annah and Hillah on the Euphrates, the 
land is partially cultivated ; but there remain in the valleys 
of both rivers hundreds of miles of cultivable land in a most 
fertile and productive climate, untenanted, and only awaiting 
for colonisation by industrious people, or that security and 
encouragement which would be given by intercommunication 
and the opening of markets for the produce. There is no 
possible reason why, under such circumstances, the valleys of 
the Euphrates and the Tigris should not rival those of the 
Ohio and the Mississippi, or why they should not be, what 
they were of yore, the seat of rich and prosperous commu- 
nities. 

ie Long before Babylon had overcome her rival Nineveh 
she was famous for the extent and importance of her com- 
merce. No position could have then been more favourable 
than hers for carrying on a trade with all the regions of the 
known world. She stood upon a navigable stream that 
brought to her quays the produce of the temperate highlands 
of Armenia, approached in one part of its course within 
almost one hundred miles of the Mediterranean Sea, and 
emptied its waters into a gulf of the Indian Ocean. Parallel 
with this great river was one scarcely inferior in size and 
importance. The Tigris, too, came from the Armenian hills, 
flowed through the fertile districts of Assyria, and carried 
their varied produce to the Babylonian cities. Moderate 
skill and enterprise could scarcely fail to make Babylon, 
not only the emporium of the Eastern world, but the main 
link of commercial intercourse between the East and the 
West. 

" The inhabitants did not neglect the advantages bestowed 
upon them by nature. A system of navigable canals that 
may excite the admiration of even the modern engineer, 
connected together the Euphrates and Tigris, those great arte- 
ries of her commerce. With a skill, showing no common 



118 



knowledge of the art of surveying, and of the principles of 
hydraulics, the Babylonians took advantage of the different 
levels in the plains, and of the periodical rises in the two 
rivers, to complete the water communication between all 
parts of the provinces, and to fertilise by artificial irrigation 
an otherwise barren and unproductive soil. Alexander, after 
he had transferred the seat of his empire to the East, so 
fully understood the importance of these great works, that he 
ordered them to be cleansed and repaired, and superintended 
the work in person, steering his boat with his own hand 
through the channels."* 

The Periplus of the Erythrean Sea, and the Rescript of 
the Roman Emperors found in the Digest of the Roman 
Law, both contain lists of articles imported in ancient times 
from the East, and which have been ably commented on by 
Dean Vincent in his well-known work, " The Commerce 
and the Navigation of the Ancients in the Indian Ocean." 
If we compare these meagre catalogues of articles of com- 
merce with what is known of the animal, vegetable, and 
mineral produce of Arabia, Persia, Syria, and the adjacent 
countries in the present day, the condition in which those 
countries are placed, compared with what they were in an- 
cient times, still so favoured by nature and yet so neglected 
by man, becomes a matter of absolute surprise. It is impos- 
sible, indeed, to appreciate or understand such a state of 
things without some personal experience of what a long 
series of bad governments can do in reducing man to such a 
condition of abasement, both physical and moral, that he be- 
comes utterly indifferent to everything but the merest ne- 
cessities of food and clothing ; and these he draws with 
scarcely an effort (for the children drive the flocks and 



* Nineveh and Babylon, by A. H. Layard, M.P. and D.C.L. John 
Murray, Albemarle Street. 1853. 



119 



collect the fuel, and women weave the camel-hair cloak and 
tent cloth) from the varied and inexhaustible bounties of 
nature by which he is surrounded. 

(( That these wild tribes, however, are not insensible to jus- 
tice and to a feeling of gratitude, that even they, ignorant and 
barbarous as they are, may be easily governed and moved 
by kindness and equitable treatment, has been proved by their 
conduct towards the few English merchants and travellers 
who have had dealings with them, and have visited the 
rivers on which they principally dwell. When, on more 
than one occasion during my residence in the East, the 
navigation of the Tigris had been completely interrupted, 
and all vessels belonging to the Turkish government and its 
subjects had been stopped or plundered, so that the commu- 
nication between Busrah and Bagdad had entirely ceased, a 
British merchant was able to bring up his own boats laden 
with valuable cargoes through the midst of crowds of armed 
men, who lined the banks. Eor these Arabs knew that, in 
their dealings with Englishmen, they had been treated with 
justice and kindness, and that the black mail they levied, 
however contrary to our treaties with the Porte, when once 
agreed to, had always been honestly paid." 

" When after a long ride of about eleven hours we 
reached some brackish springs, called Belaliss, the complete 
solitude lulled us into a feeling of security, and we all slept 
without keeping the accustomed watch. I was awoke in the 
middle of the night by an unusual noise close to my tent. I 
immediately gave the alarm, but it was too late. Two of 
our horses had been stolen, and in the darkness we could 
not pursue the thieves. Sahiman broke out in reproaches 
of himself as the cause of our mishap, and wandered about 
until dawn in search of some clue to the authors of the theft. 
At length he tracked them, declaring unhesitatingly that they 
were of the Shammar, pointed out, from marks almost imper- 



120 



ceptible to any eye but to that of a Bedouin, that they were 
four in number, had left their delouls at some distance from 
our tents, and had already journeyed far before they had 
been drawn by our fires to the encampment. These indica- 
tions were enough. He swore an oath that he would follow 
and bring back our stolen horses, wherever they might be, 
for it was a shame upon him and his tribe that, whilst under 
his protection in the desert, we had lost anything belonging 
to us. And he religiously kept his oath. When we parted 
at the end of our journey, he began at once to trace the 
animals. After six weeks' search, during which he went as 
far as Ana on the Euphrates, where one had been sold to an 
Arab of the town, he brought them to Mosul. I was away 
at the time, but he left them with Mr. Bassam, and returned 
to the desert without asking a reward for performing an act 
of duty imperative on a Bedouin. Such instances of honesty 
and good faith are not uncommon amongst the wandering 
Arabs, as I can bear witness from personal experience." 

" Mr. Bassam frequently sent Suttum across the desert 
with as much as five or six hundred pounds in money, and 
always with the most complete confidence. His only reward 
was an occasional silk dress, or one or two camel loads of 
corn for his family, the whole of the value of a few shillings. 
Of late years, the wool of the Bedouin sheep has been in con- 
siderable demand in the European markets, and a large trade 
in this article has already been opened with the Shammar. 
Money is generally advanced some months before the sheep 
are sheared, to enable the Arabs to buy their winter stock 
of provisions. Mr. Bassam has thus paid before hand 
several thousand pounds without any written or other gua- 
rantee whatever. The tribes leave the neighbourhood of the 
town, and are not again heard of until their long strings of 
camels are seen bringing the promised wool- I remember a 
Bedouin coming all the way alone from the neighbourhood 



121 



of Bagdad to pay Mr. Rassam a trifling sum, I think between 
three and four shillings, the balance of a wool account be- 
tween them." 

" A youth of the great tribe of the Aneyza having quar- 
relled with his parents, ran away and came to Mosul, when 
he entered as a student in a college. He became a Mullah, and 
had almost forgotten his early friends, when the tribe, driven 
by a famine from the Syrian desert, crossed the Euphrates, 
and encamped near the town to buy corn. Ibn Gayshish, 
their Sheikh, hearing by chance that the fugitive was still 
alive, and now a member of the priesthood, sent a messenger 
to him to say, that since he had quitted his tents his father 
had died, and had left a certain number of camels, which had 
been divided according to the law amongst his family. Those 
allotted to him had been in the safe keeping of the tribe, and 
had increased yearly. The chief was now ready to do with 
them as their rightful owner might direct."* 

Mr. Layard on several occasions remarks in his valuable 
writings how cheerfully the Arab works as an ordinary 
labourer, when his feelings and prejudices are in some de- 
gree considered by those who are at once firm and just. 

It is manifest that all the arguments brought forward in 
favour of an Egyptian ship canal apply with equal, if not 
with greater, force to the opening of the more direct over- 
land route by the valley of the Euphrates. As far as feelings 
of antagonism are concerned between nations, the motives 
for hostile rivalry are tending successively to give place to 
that generous emulation which gives birth to great things, 
and such a change would be more quickly brought about by 
projects such as we now contemplate, than by any other 
events that can be made to present themselves to the imagi- 



* Nineveh and Babylon, by A. H. Layard, M.P. and D.C.L. John 
Murray, Albemarle Street. 1854. 



122 



nation. Financial and commercial interests should never be 
allowed to cause division between two great nations. Take, 
for example, England and France : the immense development 
of international commerce brought about by British capital 
thrown into all the undertakings of France, has established 
ties between the two countries which become closer every- 
day. Nor should political interests or questions of principle 
be permitted to interfere with the progress of civilisation and 
the peace of nations. All civilised peoples can have but one 
common aim, one same ambition : the triumph of right over 
might — of civilisation over barbarism. Even the sordid 
jealousy of territorial expansion is a feeling that should be 
repudiated by all generous governments. People feel and 
acknowledge in the present time that the globe is vast enough 
to offer to the spirit of adventure that animates their respec- 
tive populations, countries to make available, human beings 
to withdraw from a state of barbarism, and so long as the 
civilised nations of the world, instead of thwarting one 
another, as has too often been the case in projects of this 
description, work together, as they ought to do, the con- 
quests of the one profit by the activity of the other. 

M. Lesseps has, in a letter addressed to Lord Stratford de 
Eedcliffe, grappled with the subject of the political inconve- 
niences of the route to India through Egypt. 

" There is, in fact, a point of the globe with the free pas- 
sage of which the political and commercial power of Great 
Britain is bound up, a point, the possession of which France 
had, on her part, aspired to in former times. This point is 
Egypt, the direct route from Europe to India, Egypt bathed 
once and again with French blood. 

iC It is superfluous to define the motives which would not 
allow England to see Egypt in the possession of a rival 
nation without opposing it by the most energetic resistance ; 
but what should also be taken into serious consideration 



ns 



is, that with, less positive interests, France, under the domi- 
nion of her glorious traditions, under the impression of other 
feelings more instinctive than rational, and therefore more 
powerful over the impressionable spirit of her inhabitants, 
would not, in her turn, leave to England the peaceable sove- 
reignty of Egypt. It is clear that so long as the route to 
India is open and certain, that the state of the country 
ensures the facility and promptitude of the communications, 
England will not set about creating the most grave difficulties 
by appropriating a territory which, in her eyes, has no other 
value than as a means of transit. It is likewise evident that 
France — whose policy, for the last fifty years, has been to 
contribute to the prosperity of Egypt, both by her counsels 
and by the concourse of a great number of Frenchmen dis- 
tinguished in the sciences, in administrative capacity, in all 
the arts of peace or war — ■ will not seek to realise, in this 
direction, the projects of another epoch, so long as England 
does not interfere. 

"But let one of those crises occur which have so often 
shaken the East, let a circumstance arise wherein England 
should find herself under the rigorous necessity of taking a 
position in Egypt to prevent another power from forestalling 
her, and tell us then if it is possible that the alliance could sur- 
vive the complications which such an event would occasion. 
And why should England consider herself obliged to become 
mistress of Egypt, even at the risk of breaking her alliance 
with France ? For this single reason, that Egypt is the 
shortest and most direct route from England to her Eastern 
possessions ; that this route must be constantly open to her ; 
and that, in whatever concerns this mighty interest, she could 
never temporise. Thus, froin the position given to her by 
nature, Egypt might still become the subject of a conflict 
between France and Great Britain ; so that this chance of 
rupture would disappear, if, by a providential event, the 



124 

geographical conditions of the ancient world were changed, 
and that the commercial route to India, instead of passing 
through the heart of Egypt, were removed to its confines, 
and, being opened to all the world, could never be exposed 
to the chance of its becoming the exclusive privilege of any- 
one." 

The object here proposed would be at once attained by 
adopting the line of the valley of the Euphrates in preference 
to that by Egypt. The commercial route to India, instead 
of passing through the heart of Egypt, would then be re- 
moved far away beyond its confines — (it is a grievous mis- 
take — one which a mere glance at the first map at hand 
would serve to correct — that Egypt is the shortest and most 
direct route from England to her Eastern possessions) — and 
apparently the only possible bone of contention between 
England and France would be for ever removed, the union 
of the two peoples rendered for the future unalterable, and 
the world preserved from the calamities which a rupture 
between them would produce. 

In relation to another very serious consideration— that of 
the future prospects of the empire of our august ally, the 
Sultan — it is obvious that the opening of the valleys of the 
Euphrates and Tigris would certainly, more than any other 
projected undertaking, contribute to the preservation of the 
Ottoman Empire, and to demonstrate to those who have been 
wont to proclaim its decay and ruin, that it still has a pro- 
ductive existence, and that it is capable of adding a brilliant 
page to the history of the world's civilisation. This view of 
the subject was entertained and upheld at an untoward period 
in the history of Turkey — when Syria was occupied by a hostile 
Egyptian force. But at that time Russia was in the ascend- 
ant in the East, jealousy of influence, and still more so of 
possible territorial extension, was then permitted to have 
full sway, England and France had not united to establish 



125 



the force of right against that of might, and to vindicate the 
cause of progress and civilisation in the East over that of 
barbarism. Russia held sway not only over the Porte, but 
over the timid councils that then influenced Great Britain, 
and a noble and praiseworthy project was abandoned at the 
dictation of the Muscovite. 

Why, it has been truly asked, have the governments and 
the peoples of the West combined to uphold the Sultan in 
the possession of Constantinople ? and why has he who has 
thought fit to menace that position met with the armed oppo- 
sition of Europe ? Because the passage from the Mediter- 
ranean into the Black Sea is of so much importance, that 
whatever European power might become master of it, would 
domineer over all the rest, and destroy that balance which the 
whole world is interested in preserving. 

Establish, then, at another and far more extensive point 
of the Ottoman Empire, a similar and a yet more important 
position — make the valley of the Euphrates the highway of 
the commercial world, and you would restore millions of pro- 
ductive acres to the revenue, bring thousands of merely 
vassal tribes within that pale of order and fair tribute which 
they have long learned to disregard ; and while you thus 
improve to an almost incalculable extent the resources of 
the empire, you create in the East another immovable seat 
of power, for the great powers of Europe, from fear of 
seeing such one day seized upon by one of them, would regard 
the necessity of guaranteeing its neutrality as a question of 
vital importance. 

Germany could not but hail the opening of the valley of 
the Euphrates with satisfaction. It would indeed be to her 
the complement to the free navigation of the Danube. The 
Czar ought to consider that the mission of civilisation which 
devolves upon him over the numerous tribes of whom he 
is arbiter may yet suffice the noblest ambition. The new 



126 



outlets which will be pacifically thrown open to their activity 
and to their necessity of expansion, wonld be more profitable 
to them than a traditionary policy of conquest and exclusive 
dominion, which is now no longer possible. 

"After all that has been done by printing, the mariner's 
compass, steam, the nineteenth century, by the realisation 
of this great undertaking (the Euphrates Yalley Railway), 
would again change the face of the globe. The honest Turk, 
the polished Persian, the rude but laborious Kurd, the 
roving Arab, and the oppressed Christian and Jew, attached 
by resistless ties to the new circle of traffic which the 
continent of Europe unceasingly creates and feeds, would 
be all alike gradually brought within the pale of a general 
civilisation. 

" Mr. Anderson (one of the managing directors of the 
Peninsular and Oriental Steam Navigation Company) has 
pointed out, that suppose the 150,000,000 of Indians and 
350,000,000 of Chinese should, in consequence of increased 
facilities of communication, augment their outlay hi the 
purchase of English produce by one shilling each, this 
modification alone, insignificant as it appears, would augment 
the amount of exports by 25,000,000/. How much would 
this be further increased if we brought 12,000,000 of dwel- 
lers in Ottoman Asia, and 10,000,000 of dwellers in Persia 
into the same category, and which would be effected by 
superadding the opening of the valley of the Euphrates to 
that of the Isthmus of Suez, or by supplanting the one by 
the other? 

" It has been justly remarked by another writer, that the 
argument adduced by some, of problematical dangers arising 
from increased facilities of communication, has its origin in 
the old distrusts of that worn-out theory, that miserable 
tissue of mistakes that took upon itself to teach that a people 
is only rich and flourishing in proportion as its neighbours 



127 



are indigent and unfortunate. Doubtless the countries of 
Europe nearest to the East would derive a considerable 
profit from the opening of the valley of the Euphrates as 
they would also from that of the Isthmus of Suez ; but our 
egotism ought to find therein a motive for satisfaction, for 
we cannot be ignorant of the fact that the development of 
commerce, whatever be the means employed, always ends 
by bringing the better part of the profits to the most intel- 
ligent and most numerous firms. 

" England and France, and even other nations by their 
example, appear, as a result of a war carried on especially 
for the sake of civilisation, now called to great works which 
throw into shade the most striking deeds of history. Among 
these works of the future, it appears that the opening of the 
valley of the Euphrates, and the restoration of Syria and 
Mesopotamia, of Assyria and Babylonia, stands first in rank. 
Such a proceeding, by multiplying and strengthening the 
ties by which people of all climates, of all races, of all beliefs, 
are united to Great Britain and France, would connect for 
ever the general prosperity of nations with the happiness of 
those countries, their security with their power, and their 
independence with their liberty."* 

The present far-seeing Emperor of the French, writing 
upon the projected opening of the Nicaraguan ship canal, 
said : " Think of the almost miraculous effects which will be 
produced by the annual passage across this fine country of 
2000 to 3000 vessels, which would exchange their produc- 
tions for those of the East, and cause life and riches to circu- 
late everywhere. We may picture to ourselves those shores, 
now so solitary, peopled with towns and villages ; those 
lakes, now gloomy and silent, furrowed by ships ; those 
rugged lands fertilized, and the interior canal carrying the 



* Colburn's New Monthly Magazine. 



128 



benefits of civilisation into the heart of the country." In 
how much more comprehensive and practical a manner would 
the same anticipations apply to the opening of the valleys of 
the Euphrates and the Tigris, once the home of Assyrians, 
Babylonians and Chaldeans ; where the daughters of Zion 
sat down and wept ; the centre of the conquests of the 
Macedonians ; where once stood the proud capitals of the 
Sassanides and of the Khalifs ; now deserted and tenant- 
less. 

As mankind multiply and make progress in arts and civi- 
lisation, new wants arise, and the ingenuity of man is taxed 
to discover new sources of wealth, maintenance, and occu- 
pation ; and we find, under the dispensations of an all-wise 
Providence, that at suitable seasons resources are unveiled 
which have been long provided but concealed until the fit 
occasion presents itself. Amongst the numerous administra- 
tions of the same wise and merciful design, it is not unrea- 
sonable to believe that the opening of the valleys of the Eu- 
phrates and Tigris, and the resuscitation of the great nations 
of antiquity, are amongst the events designed to minister to 
the growing wants and improvements of the human race. 

Looked upon in another point of view, in the light of reflected 
benefits — 25,000,000 and upwards of human beings inhabiting 
Western Asia, and 500,000,000 and more inhabiting Central 
and Eastern Asia, remain to this day enslaved by debasing 
superstitions, and sunk in mental darkness and delusion — 
what a field is here opening to the Christian philanthropist ! 
To aid in the removal of ignorance and superstition by the 
diffusion of useful knowledge and an enlightened religion, 
to plant industry and the arts where indolence and bar- 
barism have hitherto prevailed, are noble efforts, calculated 
to elevate and bless alike those who give and those who 
receive. The opening of the central regions of Western 
Asia, and of a new and easy line of communication between 



129 



the East and the West, would obviously subserve the pro- 
motion of such objects, and therefore has a claim upon the 
sympathy and support of every one taking an interest in the 
advance of nations in prosperity, civilisation and happiness. 

It is not too much to say that there is no existing or pro- 
jected railroad that can for a moment compare, in point of 
interest and importance, with that of the Euphrates Yalley. 
It brings two quarters of the globe into juxta-position, and 
three continents — Europe, Asia and Australia — into co-rela- 
tion. It binds the vast population of Hindustan by an iron 
link with the people of Europe, it inevitably entails the 
colonisation and civilisation of the great valleys of the 
Euphrates and Tigris, the resuscitation in a modern shape 
of Babylon and Nineveh, and the re-awakening of Ctesiphon 
and Bagdad of old. 

What is there in any other railway that can compare 
with results of such magnitude, fraught with so many interests 
to various nations, as can be here obtained ; and who can 
foresee what ultimate results such communication may give 
rise to in the relations of these nations — -the comparative 
condition of Hindus and Chinese, and of Europeans ? In all 
such cases it is distance and difficulties of intercourse that 
uphold distinctions. Annihilate space, and the great barriers 
that separate people, and the differences of manners and 
customs, of modes of thought and feeling, of doctrines and 
dogmas, of precept and prejudices, that keep up these 
barriers, gradually disappear, and an approach to unity is 
more and more realised. 

" Several schemes have been projected of railways across 
Asia Minor — a country of very remarkable physical configu- 
ration — being in fact a great central upland, interrupted by 
mountain chains, and chequered by more or less isolated 
culminating points, cut on its confines by deep river-bearing 
glens and ravines, or sloping off more or less precipitously 

K 



130 



to the lower maritime or littoral band. The most wild and 
visionary of these schemes was one propounded some time 
back in the Calcutta Review — in a sketch which has been 
since reproduced in the form of a pamphlet. The absurdity 
of the project, and the utter ignorance and indifference to 
geographical details exhibited in its discussion, have been so 
fully exposed by an anonymous traveller in a pamphlet 
entitled 'The Euphrates Valley Route to India,'* that their 
further discussion need not detain us here." 

(< On the other hand, as far as practical suggestions are con- 
cerned, the fact is, as long ago pointed out by General 
Chesney, and since by Mr. Andrew, that the valley of the 
Halys, now called Kizil-Irmak, presents a great natural 
opening across the central upland of Asia Minor, and affords 
an easy approach from Taurus to the Black Sea, or to the 
great Constantinopolitan road from Scutari to Armenia and 
Persia. The positive and practical details of the first part 
of this route from Scutari, by the pass of Hajji Hansah, to 
the valley of the Halys, have been described in a commu- 
nication laid before the British Association, at its meeting 
in Belfast in 1852. The central portions of the valley of the 
Halys present no engineering difficulties whatsoever. The 
valley is one of exceeding beauty, pastoral in its lower part, 
the towns and the villages lying at the foot of the hills at 
some distance from the river bed ; higher up it still con- 
tinues expansive, but becomes wooded and dotted with pic- 
turesque towns and villages, which only want roads and more 
available means of intercommunication to impart to them the 
life and animation of Europe. The valley narrows in its 
upper part near Yarapason, and at a point a little beyond 
this the line would leave the Halys by the valley of a small 



* The Euphrates Valley Route to India. By a Traveller. Stanford, 
Charing Cross. 1856. 



131 



tributary called Injeh-su. Passing thence along a natural 
opening that presents itself between the foot of the giant 
Arjish Tagh and the town of Injeh-su, on to the plain of 
Nigdeh, it would gain the Cilician Gates, now called Kulak 
Boghaz, or ce narrow pass," by which it would descend into 
the fertile and populous plains of Cilicia, from whence 
Seleucia could be reached by a littoral line, or Antioch by 
the pass of Bailan."* 

Long before such a junction would be effected, it is to 
be hoped that the Euphrates railway would extend the 
whole length of the river valley. In such a case the time 
occupied in the transit would be reduced to a journey of a 
few days only, and when the navigation of the Persian Gulf 
could be superseded by a Persian littoral line of rail, as 
suggested by that distinguished geographer, Sir Justin Sheil, 
the whole journey from Ostend or Calais to Kurrachee will 
be performed in an incredibly small space of time. It is more 
than probable, however, even should uninterrupted railway 
communication be carried out with India, that the Persian 
Gulf and the Mediterranean would still remain the line of 
traffic for heavy goods, and that Kornah and Seleucia, the 
termini of the Euphrates railway, would still be the com- 
mercial harbours of the East and the West. This would 
be particularly the case with regard to Australian traffic. 
It is a common mistake that the road via the Isthmus of 
Panama is the shortest from London to Sydney. The two 
routes stand in the relation of 8400 geographical miles via 
the Euphrates, and of 9900 geographical miles via the 
Isthmus of Panama, or 1500 geographical miles in favour 
of the Euphrates route. It would probably remain for a 
long time cheaper to ship goods that had been conveyed to 
Seleucia from India, China, or Australia, via the valley of 



* Bentley's Miscellany. 

K 2 



13£ 



the Euphrates, at all events such as are destined from Great 
Britain, France, and Western or North-Western Europe 
generally, than to convey them along extended lines of rail- 
way belonging to different countries, and subject to various 
tariffs. With passengers it would be different. A certain 
increase in expense might be deemed to be counterbalanced 
by greater rapidity of transit. 

Awaiting, however, the completion of the Indo-European 
line of railway, the more immediately feasible part of the plan, 
as now before us, would free the voyage of all its difficulties and 
inconveniences, and exempt the passenger from most of his 
previous pains and penalties. The transit from London to 
Kurrachee would become indeed a mere pleasure excursion. 
From Trieste the traveller would speed his way along the 
Adriatic, the navigation of which is proverbially easy and 
safe. The bold and picturesque shores of the opposite coasts 
are visible throughout on both sides. Entering the Medi- 
terranean, he would pass the Ionian Islands, Candia, Rhodes 
and Cyprus, rich in picturesque beauties and historical asso- 
ciations, never at the same time losing sight of the shores 
of the Morea and of Asia Minor, till the lofty peak of Mount 
Casius would announce his entrance into the Bay of Antioch 
and at the old port of the Macedonians — Seleucia Pieria. 

Few regions on the face of the earth can compare with the 
Bay of Antioch in point of scenic beauty. No wonder that 
the city of Seleucus Nicator, the port of the kingdom of 
Antioch, and the place of embarkation of the most gifted of 
the Apostles, should have been once an opulent, flourishing, 
and exceedingly populous city. Let us hope that its old 
harbour will be speedily restored, and that modern steam- 
ships will re-awaken the echoes, which were once roused by 
the galleys of the Romans, in the neighbouring fastnesses of 
Mount Rhossus. 

Issuing from the bosom of this lovely valley, teeming with 



133 



the fragrance of myrtle and box, and everywhere clad with 
a rich and luxuriant vegetation, over which, here and there, 
as at Seleucia, surnamed the " Stony," and over the Orontes, 
smiling on its way to woo and win the island-nymph Melibcea, 
rocks and crags topple in wild disorder, the traveller will 
pass Mount St. Simon, a relic of old monastic seclusion and 
penitence, and gain the open, wooded, and ever fair valley 
of Antioch, once the seat of the luxurious and seductive 
Daphne, and still the site of a town once renowned as the 
residence of the Syrian kings, as one of the largest cities of 
the world, and as the chief station of the Christian religion. 

Beyond this, a green slope with the river on one side and 
hills on the other, will lead him to where the Orontes is 
crossed by the Jisr Hadeed, or Iron Bridge, the well-known 
Pontisfer of the Crusaders — the line of passage being marked 
by the marshes of the lake of Antioch on the one side, and 
available green sward on the other. It is the same marsh 
that determined the fate of the Palmyrean light horse when 
combated by the cohorts of Aurelian. The great plain of 
Antioch is still called Emk, a corruption of Emma, the 
Roman name of a site, now marked only by some ruins upon 
the Em-guli-su, or water of the lake of Em. At the outset 
of the journey, the ruins of churches, monasteries, and private 
dwellings, with great reservoirs hewn out of the solid rock — 
remains of an early and persecuted Christianity — abound. 

As we advance, the fertile plain of Danah is seen, sur- 
rounded by the ruins of Christian villages ; and beyond this 
is Aleppo, occupying with its extensive suburbs eight small 
hills of unequal height, the intermediate valleys, and a con- 
siderable extent of flat country, the whole comprehending a 
circuit of about seven miles, and that again surrounded by 
gardens and orchards of pistachio, fig, pomegranate, orange, 
lemon, olive, vine, mulberry, cotton, tobacco, castor, sesa- 
mum, and an infinite variety of fruits and vegetables, The 



134 



long time metropolis of Syria is shorn of its pristine magni- 
ficence, but it is still a great city, of very considerable com- 
mercial importance from its central position in relation to other 
JSyrian towns, and of no mean resources within itself. 

The traveller quitting Aleppo will probably first touch 
the river Euphrates at Balis, in the time of Cyrus the seat 
of a park and a palace of Belesis, the governor of Syria, and 
where some lofty ruins still represent the Barbalissus of the 
Romans. Having thus gained the open valley of the " Great 
River," the traveller would henceforth have little to com- 
plain of as to the wearisomeness of his journey. Almost 
every bend of the stream would present him with a new 
scene — the same great river under a new aspect— -its waters 
narrowed at one time, at another stretching out into lake- 
like expanses, and then again rolling lazily along in many 
silver streams separated by as many burnished golden 
islands. The banks would present him with alternately 
vast expanses of level green sward interrupted by low 
rocky ridges that advance towards the river bed at the saliant 
points, or long belts of tamarisk and other shrubs or trees, 
or pastoral lands dotted with the tents of nomade Arab tribes, 
or cultivated plains with the villages of a sedentary and 
agricultural people, or wildernesses of wormwood, as they 
were in the days of Xenophon and still are in part, or rocky 
hills as at Zelebeh, or level sandy plains as in Babylonia, or 
ultimately marshes and endless groves of dates, as they be- 
come in their lower or Chaldean portions. Ruins of olden 
cities, castellated buildings, and modern towns and villages, 
with occasional wooded and inhabited islands, diversify this 
long valley. Ja'ber Castle, the proposed terminus of the first 
section of the railway, is the first to attract attention. Little 
is known of its history. It is called Kalahi Jaber by Abul- 
feda, but we learn from Golius that it was called Dauser, after 
its founder, one of the princes of the Mundar dynasty. 



135 



Stephanus of Byzantium also notices the castle by the name 
of Dausara ; and it is related of the Emperor Julian, by his 
historian, Ammianus Marcellinus, that he visited Duana, " a 
presidential castle." The Equites Mauri Illyricani Dabunce 
are also mentioned in the " Notitise Imperii," as under the 
Duke of Osroene ; and Procopius enumerates the castle of 
Dabanas among others on the Euphrates. Sulinam, chief of 
the Ughuz Turks, who was drowned in the Euphrates, was 
buried here, and hence D'Herbelot says it was called Mizari 
Turk. Knoller, in his history of the Turks, calls it Ziebar 
Cala. Sultan Selim erected a mausoleum at the spot where 
the remains of his great ancestor reposed, and a monastery 
of dervishes was also founded at the same place by the Sheikh 
Abu-Bekir. 

Opposite to Kalah Jaber are the Abu Bara hills, with two 
or three Sheikhs' tombs and towers on their crest, and the 
plain beyond is cultivated by the Wulda Arabs. Beyond 
J aber an extensive forest district, known to the Arabs as the 
Zor, stretches as far as to where the river, bending to the 
eastward, spreads out into a magnificent lake-like expanse, 
having the mounds of Sura — " Flavia jirma Sura" — and the 
ruins of Thapsacus — Tiphsah of Solomon — the most re- 
nowned of all the passes of the Euphrates at one end, and 
the Nikephorum of the Macedonians, the Callinicus of the 
Romans, and Rakka of the Khalifs, at the other. A more 
impressive- and striking scene can scarcely be imagined ; 
and it would take a volume to place on record all the points 
of historical interest that are associated with it. 

The plain of Siffin, the scene of a long and disastrous con- 
flict between the first successors of Muhammad, and a long 
line of jungle and forest called the Aran, are followed by a 
ridge of basaltic hills, which stretch all the way from Palmyra 
to a point on the river, where is also the site of another 
Palmyrean town or port on the Euphrates — a most interesting 



136 



and remarkable mass of ruins — a castle of the Persians occu- 
pying the summit of a hill nearly opposite to it. A more 
open and cultivated country, studded with quadrangular 
mud forts and the villages of Mudan — agricultural Arabs — 
extend from Zelebeh, the Palmyrean ruin, to Dair, " the 
monastery " — a little town of some importance among the 
Arabs. Not far — some thirty miles — beyond, the river 
Khabur — the Habor of the Captivity — flows into the Eu- 
phrates at the site of Carchemish of the Scriptures, after- 
wards Cercusium, the limitrophal town of the Romans. 

Beyond this, again, we have Zaita, " the olive grove," and 
Mayarthin, an Arab town, with the old castle of Rahabah in 
the background ; and a little further on, where some cluTs 
advance perpendicularly upon the right bank of the river, 
the ruins of the town and citadel of Salahu-d-din, "the 
defender of the faith," as Yusuf, the son of Ayub the Kurd 
and the Saladin of the Crusaders, designated himself. The 
ruins of Werdi, once a great and opulent city on the 
Euphrates, and Al Kayim, the station at which the Damascus 
and Bagdad caravans touch the river, lead the way to Annah, 
incomparably the most picturesque town on the river. Lastly, 
a low hilly country, once generally cultivated, and still par- 
tially so, and diversified by villages of sedentary Arabs ; and 
a river intersected by islands, once the seat of colonies of 
captive J ews, and now the home of well-disposed agricultural 
tribes, lead the way, past Hit or Izannesopolis, celebrated for 
its bitumen fountains, to the great plains of Babylon and 
Bagdad. 

The traveller may be disappointed in the present aspect 
of a city endeared to him by romance and history; the 
mausoleum of Zobaide may not, although a very remarkable 
remnant of Arabian architectural skill, equal what he may 
have anticipated of the wealth and power of the Khalifs ; 
the schools and colleges, the coffee-houses and bazaars of 



137 



modern Bagdad, and still more so of Bussorah, once its rival 
in learning, in literature, and in commercial prosperity, may 
not come up to his preconceived ideas of the wealth and 
wondrous art of these cities so famed in story. Babylonia 
and Chaldea, once the seat of powerful empires, covered 
with great towns and cities — the centres of riches and con- 
sequent corruption — with plains once clothed with vegeta- 
tion, well peopled, or dotted with lowing herds, are now 
mere clay or sand, green sward or marsh, with here and 
there an Arab village, or a mound, from whence the curious 
archaeologist extracts the sculptured remnants of olden times, 
or slabs engraven with the names of Babylon's ancient mo- 
narchs. Times have sadly changed from the days of terraced 
palaces in Babylon, of renowned schools of arts and sciences 
at Bagdad, or of sumptuous caravanserais at Bussorah. The 
modern Sinbads of commerce -are a degenerate race. But 
minarets and domes still glitter from among forests of date- 
trees, and a motley population from all quarters of the globe, 
busily engaged in commercial operations, scon satisfy the 
traveller that the ancient glory of Bagdad and of Bussorah 
is not entirely departed. Above all, there remain those two 
great and noble rivers — the Tigris and the Euphrates — 
uniting at Kurnah into one grand, calm and expansive Shat, 
or Firth, which must always offer the ready means of resus- 
citating all the populousness, the prosperity, and the glory of 
bygone days. 

The Persian Gulf lies beyond this, land-locked and diver- 
sified by islands like another Adriatic — but an Oriental Adri- 
atic — its sparkling, translucent waters displaying shells and 
corals of such bright and vivid colours as to rival those of 
the brilliant fish that dart past along its clear depths. There 
can be no pains or penalties in such a journey as this ; the 
sun may be hot, but there is a sea breeze to cool the way- 
farer, yet not strong enough to lift the wave ; and the very 



138 



sight of those bright green waters, their brilliancy enhanced 
by torrid sandy plains, or relieved by fringes of dark date 
groves, is always refreshing. 

We have been so far carried away in depicting the pleasures 
of a trip from London to Kurrachee, that we had almost 
forgotten the consideration of the European and Indian 
Junction Telegraph, a project not only of the deepest import 
in itself, but one which derives a more immediate interest 
from its not having to wait the time necessary for laying 
down a line of rail, and establishing steam-boats on the river 
Euphrates, to be carried into execution. The formation of 
a company to carry out such an important object has been 
encouraged, if not positively necessitated, by the East India 
Company having on the one hand come to a resolution to lay 
down a telegraphic submarine cable from Kurrachee to the 
head of the Persian Gulf, and by the Austrian government 
having established a company, with the requisite capital, 
guaranteed by the state, for laying down a submarine telegraph 
in connexion with its land lines, from Cattaro or Ragusa, on 
the coast of the Adriatic, via Corfu, Zante and Candia, to 
Cyprus and Seleucia direct, or to Alexandria, and thence by 
Jaffa and Beyrut to Seleucia.* When the submarine and 
Indian systems meet at Seleucia, the connexion between the 
East and the West will be complete, and England, the Conti- 
nent and India will be placed in hourly communication. Three 
modes have presented themselves of establishing the proposed 
connecting link : oue has been by the ordinary system of 
wires suspended in the air upon posts or standards of wood, 
iron or stone, and insulated by earthenware rings : a second 
has been by means of a subterranean cable, insulated by a 
gutta percha tubing, or by earthenware pipes, such as are 



* A line of submarine telegraph will, it is expected, be also established 
shortly between Constantinople and Seleucia. 



139 



used for drains and manufactured by the natives of the 
country ; and the third, by a subfluviatile cable, or a 
cable carried along the bottom of the river Euphrates. It is 
obvious that the two last-mentioned systems present the 
greatest security, but the latter would be exposed to danger 
in a river navigated by steam-boats, and the subterranean 
telegraph is always exposed to the drawback of the difficulty 
attendant upon discovering the seat of an accident and in 
remedying it. There seems to be no valid reason why the 
connecting link should not be established by the ordinary 
telegraphic system. As to physical difficulties, there are 
none whatsoever. Whatever difficulties do exist, are con- 
nected with the more or less lawless and semi-barbarous 
state of the country through which the wires would have to 
be conveyed. But the Arab, although in some instances by 
education and by profession a robber, does not appear to be 
wantonly destructive. No instances of the kind will be found 
in the books of travellers. The untouched ruins and monu- 
ments of different kinds, met with along the banks of the 
rivers Euphrates and Tigris, attest rather to a conservative 
feeling. There are castles on the Euphrates which date as 
far back as the time of the Khalifs, the rooms of which are 
perfectly inhabitable. There are fresco paintings in the 
halls of Birijik Castle of the times of the Crusaders, and in- 
scriptions at Hakka of the time of the first Sultans, that have 
never been injured, save by time. The Arabs do not even 
appear to destroy animal life wantonly. They detest pork, 
yet they do not trouble themselves to destroy the innumerable 
boars that fatten in their hawis — the rich alluvial plains of 
the rivers. In fact, from all that can be gathered, they 
appear to rob but not to destroy. Were they wantonly 
destructive, so as to fire encampments, cut date-trees, break 
down dykes, or ravage corn-lands, olive-groves, and gardens, 
the consequence in such countries would be very disastrous. 



140 



Providence seems not to have given to them such an evil 
propensity in addition to others. But, supposing even that 
the contrary were the case, and that the Arabs were wan- 
tonly destructive, those dwelling along the banks of the 
Euphrates are for the most part of sedentary habits, pastoral 
or agricultural, and they would be among the least disposed 
to injure property, the destruction of which would be of no 
advantage to them. They might entertain some superstitious 
ideas in connexion with a system of wires carried across their 
lands, but these would be easily dissipated by proper expla- 
nations made to them of the meaning and purport of the 
wires ; and the most perfect security would be obtained 
by employing the Arabs themselves to protect them, and 
by its being in the power of the Company's agents to say 
that they were used not only by Europeans, but also to 
carry the messages of the Sublime Porte and of the Sultan 
himself — the actual Khalif and head of their religion. 

The British government and the Honourable the East 
India Company duly appreciate the power of supervision 
and control put into their hands by the telegraph, binding, 
as it does, the isolated and distant dependencies of the em- 
pire to the mother country, and they are understood to be 
prepared to extend their countenance and support in a fair 
and liberal spirit. 

The merchant and the shipowner are also well acquainted 
with the inestimable value to them of the power of imparting 
and receiving prompt information, But even this is not to 
be compared with the interest attached to such a means of 
rapid intercommunication of ideas by relatives and friends, 
more especially by members of families when at a distance 
from each other — parents and children, husbands and wives. 
The electric telegraph becomes in such instances a real boon 
to humanity. 

"The Indo-European telegraph," says an anonymous 



141 



writer, "is undoubtedly one of the most valuable and 
important series of projects brought before the public by 
Mr. Andrew, and it is calculated, with the opening of 
the Euphrates and Indus to passengers and goods traffic, 
to most materially enhance the development of the re- 
sources of our vast Indian empire. Nor can it for a mo- 
ment be doubted but that a line of electric telegraphs between 
Europe and India must be a successful commercial enter- 
prise, putting altogether out of sight the important moral 
effects which such means of rapid communication must of 
necessity bring about. It may, on the contrary, be doubted 
whether any more efficient means could be adopted to de- 
velop the resources of India, and to consolidate British power 
and strengthen British rule in that country, than by the for- 
mation of the proposed system of railways in Central Asia, 
and the carrying out of the proposed telegraph communica- 
tion with Europe. These are undertakings which are not 
only eminently calculated to promote the immediate objects 
in view, facility and rapidity of intercommunication, as also 
of connecting India with Europe by a means of communica- 
tion the most extraordinary in its character of the present 
age, but also to assist most materially in bringing more pro- 
minently before public attention the very wide and lucrative 
field for enterprise of varied forms which the valleys of the 
Euphrates and Tigris, as well as the Indian Empire, offer to 
British capitalists, merchants, colonists, and others." 

'Were any person (it has been most pertinently remarked) 
asked to point out the greatest proof and grandest monument 
of British power, genius, enterprise, perseverance, and con- 
structive skill, he would most probably name our Indian 
Empire. Imagination can hardly picture anything more 
wonderful than that splendid aggregate of rich and populous 
kingdoms, acquired, subjected, consolidated, and brought by 
indomitable courage, by consummate art, by profound policy, 
beneath the benignant sway of the constitutional sovereign 



142 

of the British Isles. When one contemplates that vast ter* 
ritory, with its myriads of industrious inhabitants, its fertile 
fields, its flourishing cities, its various products, its countless 
treasures, and its inexhaustible sources of wealth, and recol- 
lects that all that is the fruit of fortunate commercial enter- 
prise and well-directed practical ability, civil and military, 
one is at a loss to find words to express the magnitude of 
such an achievement. History affords no precedent of an 
empire of such magnificence constructed by such means, and 
brought within the dominion of a monarch, the principal seat 
of whose government is distant thousands of miles. British 
India stands alone in its majesty, the glorious monument of 
British commerce. Arms have undoubtedly done much, and 
diplomacy has done a great deal, but commerce has been 
the origin and the great constructor of this matchless depen- 
dency of the English crown. In reviewing the administration 
of the late Governor-General, Lord Dalhousie, his annexa- 
tions, his acquisitions, and his policy, we recently had the 
opportunity of surveying, as a whole, the state and condi- 
tion of our Indian territory, and of marking the extraordinary 
advance made by our heterogeneous Asiatic subjects towards 
civilisation. The President of the Board of Control, too, a 
few days ago, marshalled in detail the results of our Oriental 
labours, and made plain to every understanding that our 
policy had been triumphant, and our achievements, whether 
of peace or war, had been unparalleled. Officially vouched 
facts and incontestable figures establish beyond controversy 
that the march of improvement throughout our Indian domi- 
nions has been extraordinary, and that the material and moral 
progress therein made has been so rapid as to outstrip all 
precedent example. But two things were wanted to complete 
the work we have carried on thus far, and to accomplish that 
triumph over mind and matter, over natural obstacles, igno- 
rance and prejudice, which it is our manifest destiny to secure 



143 



— the perfection of a direct railway system between England 
and India, and the establishment of an unbroken chain of 
electric communication, going straight from the head-quarters 
of Queen Victoria's government to every extremity of her 
eastern empire.' 

ee It ought not to be omitted, in considering the auspicious 
circumstances under which these great and public impe- 
rial works have been inaugurated, that the return of peace is 
not one of the least. Indeed, the circumstances under which 
the railway will be now constructed, steam navigation esta- 
blished, and telegraphic communication opened, are infinitely 
better than we could have found them to be if no Russian war 
had taken place. The relationships between the Porte and 
the Western Powers have assumed a totally new aspect since 
the Allies interposed to save the "sick man" from the designs 
of the Czar. The Turks have now abandoned their jealousy, 
and forgotten their bigoted contempt of Frankish visitors ; 
while we, on our part, as we became better acquainted with 
the government and the inhabitants of the Ottoman Empire, 
have learnt to respect them more highly, and value them more, 
whether as allies or as customers. What is of immediately 
practical consequence as regards the establishment of railway 
and telegraphic communication with India, and of re-opening 
the navigation of the Euphrates, the counter-influence of 
Russia will be now unavailing ; and we are now sure of 
obtaining all the facilities and co-operation which it may be 
in the power of the Porte to bestow. To use the words of 
the projector, Mr. Andrew, 'Now that the Temple of Janus 
is closed for a season, let us stamp on Asia the impress of our 
genius and our power : let us render the invasion of Asia 
Minor by Russia for ever impossible, by throwing open to 
the world, by the irresistible power of steam, the rich and 
forgotten plains of the Euphrates and Tigris — the once 
famed granaries of the East — and subduing to industry 



144 



their wild inhabitants. This would be a greater triumph 
than the recapture of Kars, and at once a colossal and en- 
during monument of our science and enlightenment, as well 
as of our energy and might as a people.'* 

"When this is done, then, indeed, will time be van- 
quished and distance be overcome. Then will the civili- 
sation of the West be spread in hourly currents over the 
East ; then will the dream of the poet be more than 
realised, and to f waft a sigh from Indus to the Pole 5 
will be the simplest of performances. Laying aside all 
commercial advantages and political considerations, who 
has not a friend or relative in India to whom sending a 
message in a moment, at any hour of the day, would not 
be a most welcome privilege and advantage, which no 
money could adequately represent? Mr. O'Shaughnessy, 
the distinguished originator of the telegraphic system in 
India, tells us that the number of native correspondents 
in that country is increasing daily. Not only do they use 
the lines for financial business, but on the most delicate 
and secret matters, affecting family arrangements, be- 
trothals, marriages, and other domestic affairs, of which 
they treat with an absence of all disguise which is almost 
beyond belief. Are the Turks, the Persians, the Arabs, 
or the Christian races, under Turkish or Persian rule, less 
intelligent and less likely to avail themselves of the tele- 
graph than the Hindoo ?f Contemplating the subject in all 

* Vide The Scinde Railway and its Relations to the Euphrates Valley 
and other Routes to India. By W. P. Andrew. W. H. Allen and Co., 
7, Leadenhall Street, London. 1856. 

•f Those desirous of further information regarding the establishment of 
telegraphic communication between England and India are referred to 
the Prospectus of the European and Indian Junction Telegraph Company, 
the valuable Report of Mr. William Ainsworth, F.RG S., addressed to 
the Chairman of the Company, and the official Correspondence given in 
the Appendix. 



145 



its bearings, without any misgiving that imagination may 
be leading reason astray, we cannot but consider the projects 
now being inaugurated as among those mighty changes which 
are permitted at various epochs in the world's history to 
exercise a powerful influence over the destinies of the 
human race." * 

Regarding the insidious movements of Russia towards 
the East, that eminent authority, Sir Justin Sheil, late 
British Ambassador at the Court of Tehran, makes the fol- 
lowing pregnant and suggestive remarks in notes appended 
to Lady Shell's recent and interesting volume, " Life and 
Manners in Persia" 

" The Caspian Sea washes the coasts of the Persian pro- 
vinces of Talish, Geelan, Mazenderan, Asterabad, and Persian 
Toorkomania. The inhabitants of these spacious territories 
carry on an extensive commerce, in part with the Persian 
ports on that sea, in part with the Russian districts on its 
northern and western shores. With a far-seeing policy, 
which anticipates all the possibilities of futurity, when Persia 
was gasping almost in the last throes, Russia humbled her 
to the dust, by forcing on her the renewal of a stipulation 
contracted at the treaty of Goolistan, by which she bound 
herself not to maintain any vessel of war in the Caspian Sea. 
Upwards of a hundred years ago an Englishman named 
Elton, a man of wonderful ability and resource, who had 
been brought up to a seafaring life, and who had previously 
been an officer in the Russian navy, was in the service of 
the Shah (Nadir), and not only commanded his naval forces 
in the Caspian Sea, but built ships for him on European 
models. The most unnautical nation in the world, with an 
Englishman as their leader, became dominant on the Caspian ; 
and, as the author of the c Progress of Russia in the East ' 



* Bentley's Miscellany. 

L 



146 



says, ( forced the Russians to lower their flag/ and the 
banner with the open hand* floated triumphantly through 
the length and breadth of the Caspian. To preclude a re- 
vival of this discomfiture, Persia was forced to sign her 
degradation, and the Caspian became a Russian lake. When 
the Czar rendered Persia powerless on this inland sea, he 
was heedless of the fact that the Toorkoman pirates of the 
eastern coast near the Goorgan and the Atrek were accus- 
tomed to make descents in their boats on the Persian shores, 
to kidnap the inhabitants and carry them into slavery. True, 
he was ready to make compensation, by sending his own 
vessels of war to c protect ' the Persian coast from depredation; 
but the real meaning of imperial protection is not unknown in 
Persia, and for a long time this proffer was regarded in the 
light of the Persian fable of the frog who invited the snake 
to guard his dwelling. Unfortunately an event occurred 
several years afterwards which placed them in the poor 
frog's predicament, and which, though not strictly bearing 
on the treaty of Toorkoman Chaee, as it refers to the Caspian, 
may be introduced here. 

" The small sandy island of Ashoorada is situated in the 
gulf or bay of Asterabad, about twelve miles from the coast 
nearest to that city, which is twenty miles from the sea. 
In size it is about a mile and a half in length, and less than 
a mile in width. The water is deep in its vicinity ; and its 
lee affords a secure shelter in a gale from any direction. 
Hitherto it has been uninhabited. Twelve or thirteen years 
ago it fell into the hands of Russia, by one of those protective 
processes of which we have lately heard so much. Its ad- 
vantages as a naval station had not escaped the observation 



* "The banner of Persia is surmounted by an open hand, of which the 
five fingers are said to express Mahommed, Ali, Fatma, Hassan, and 
Hoossein."' 



147 



and cupidity of Russia. It commands the entrance to the 
bay, menaces that portion of the coast inhabited by the 
Yemoot Toorkomans, and intercepts the commerce with 
Mazenderan, on which the stationary tribes of that race 
chiefly depend for subsistence. The island possesses sources 
of sweet spring-water, together with a climate remarkable 
on that coast for its salubrity. The inner side has sufficient 
depth of water to float a brig-of-war, within a few yards of 
the beach. These are some of the inducements which led 
to the occupation of this spot of Persian territory by the 
Russian government, which act was perpetrated in 1841, 
immediately after the catastrophe of Cabul became known. 
At that time Persia was ruled by Mahommed Shah, a 
monarch of whose wisdom much cannot be said. He had 
for minister a man who was half mad and whole Russian. 
He was a native of Erivan, in Russia, and often proclaimed 
himself to be a subject of that empire. This was the noto- 
rious Hajee Meerza Aghassee, who, from tutor to the royal 
family, was raised at once to the vezeership. Russia was 
asked to lend Persia for a short time one or two small ships 
of war, to hold in check the Toorkomans residing between 
Asterabad and the Toorkoman settlement of Hassan Koolee, 
at the mouth of the Atrek. With the most amiable and 
neighbourly cordiality she replied that she would save 
Persia all trouble, and come herself to chastise, the marau- 
ders. Two vessels of war forthwith appeared, and soon after 
established themselves at Ashoorada, from whence they have 
never since moved. Complaint and remonstrance were 
met by countercharges of ingratitude, and by indignant ex- 
postulation at this offensive display of distrust. It is not 
surprising that there should be a reluctance to depart. The 
position is a good one ; for, besides overawing the Toorko- 
mans, it also controls Mazenderan. The most complete 
possession has been taken of the island. It is covered with 

l2 



148 



residences, hospitals, barracks ; and soil has been conveyed 
to it for the construction of gardens. In short, there is every 
evidence of permanent occupation and retention. 

" The sea-going Toorkonians have been brought under 
complete control. Some have been sent to Siberia, or to 
Russia Proper. Not a boat is allowed to move without a 
passport, under heavy penalties, and even Persian boats are 
under the same restriction ; this, too, on the coast of their 
own sea! Since the occupation of the island a consul has 
been placed at Asterabad, so that, with the consul on one side 
and the commodore on the other, Mazenderan also is on a 
hopeful road to protection. 

" True, the incursions of the Toorkonians have nearly ceased. 
But the Persians say, and with justice, that an occasional 
chepawool of these pirates was less irksome than the pre- 
sence and interference of consul and commodore. 

"No attempt has yet succeeded for forming an establishment 
on the mainland among the Toorkomans. When the day for 
that arrives, the Goorgan will doubtless receive a preference. 
Its banks are on the highroad to Meshed, and are covered 
with the richest pastures ; and the climate and the soil are 
suited for the production of abundant harvests of corn. 
No fitter spot could be found for subsisting an army, or for 
being made the basis of a plan of military operations to the 
East. 

" The naval strength of Russia in the Caspian is not easily 
ascertained with correctness. It is believed to amount to 
four or five small steamers and a few brigs and schooners of 
war, the largest not carrying more than eighteen guns ; but 
her supremacy is as complete as that of England in the Irish 
Channel." 

" For more than a century Russia has been aiming at the 
possession of Khiva. Twice she has failed in attaining her 
object by force, by open force. The next attempt will pro- 



149 



bably secure the prize. Dissension at Khiva, steamers on 
the Aral and at the month of the Oxus, a fortress at the 
Jaxartes, invite an attempt and promise success. 

" England has some concern with the establishment of 
Russia in this principality. There she would be inexpugn- 
able. She is within two hundred miles of the Caspian, a 
space which, to minds accustomed to the vast distances of Asia, 
is as nothing. A Persian soldier thinks little of a march 
of one thousand miles from Azerbijan to Khorassan. Master 
of Khiva, the Russian government becomes supreme over 
the Toorkomans, and will find no insurmountable difficulty 
in establishing through, the intervening level tract a perma- 
nent and available communication with the Caspian Sea. 
The noble river Oxus, navigable to within a hundred miles 
of Hindoo Koosh, becomes Russian, and is covered with 
Russian steamers. At his choice the Emperor can fix the 
boundary of his empire on that river, for who is there to 
gainsay him? Khoolloom and Koondooz will doubtless then 
become the limits of the Russian dominions. The trade 
between India and those countries, now free and uncontrolled 
on the payment of not immoderate duties, falls then under 
the despotic rule of that government, and becomes subject 
to its protective and selfish commercial restrictions. Her 
near neighbourhood is not likely to strengthen our position in 
North-western India. And yet it seems impossible to avert 
these evils, or to prevent the downfall of Khiva, or its even- 
tual occupation by Russia. Can nothing, however, be done 
to save the Oxus, to save at least the portion approximating 
to Afghanistan?" 

" Without undertaking to decide the large question at 
issue (the invasion of India by Russia), I shall assume 
the feasibility of invasion to be established, and merely 
observe that now more than ever should we be on the 
watch, for the Russian and Indian dominions are twelve 



150 



hundred miles nearer to each other than when the inva- 
sion of Affghanistan took place. Excluded from prose- 
cuting her ambitious objects in other quarters, revenge, the 
desire of retrieving her prestige, all conspire to urge Russia 
to the East. She will await the favourable moment in 
patience, moving forward in the mean while by the wiles 
she is reputed to understand so well. On this occasion she 
has been opposed by four combatants ; next time these con- 
ditions may be reversed. Let it not be forgotten that, when 
her railroads to Odessa and to Vladikafkaz are completed, 
her strength, particularly towards the East, will be doubled.' 5 

" Jonas Hanway says, f the situation of Candahar renders 
it a strong barrier between the empires of Persia and India.' 

ee The town of Candahar commands the three roads to 
India : that by Cabul, by Shikarpoor, and the sterile routes 
across the Suleina range to Dera Ismael Khan and Dera 
Ghazee Khan, on the Indus.* 

" The above city is situated in the most fertile part of 
Affghanistan, in plains abounding with wheat, barley, and 
other grains. Here it is practicable to provide for the subsist- 
ence of an army during a certain time. It should be our care 
to secure these resources from being available to an enemy.'' 

<f The distance between Candahar and our outposts does not 
exceed 200 miles. f If the abandonment of this position is 
deserving of regret, its resumption should form an object of 
early effort. Established here, we may almost set invasion 
at defiance. A Gumri, a Sebastopol, in this spot makes us 
paramount, for it will be an announcement to all the world 
that the determination to remain is irrevocable." 



* "There is a mountain road from Herat to Cabul, but it is described to 
be impassable for guns, and to be through a thinly-inhabited country, 
consequently to be deficient in food." 

f " It is assumed that Dader and Kelat are our frontier stations." 



151 



" Our taking up a formidable position at Cand ahar will go 
far to deter even speculation on the chances of invasion. 

" The cost of the plan offered for consideration, and the 
drain on the already encumbered resources of India, deserve 
reflection. Yet present expenditure is often real economy, 
of which the war we are now waging is a notable example. 
It seems to be a national vice to prefer the most lavish outlay 
in prospect to present moderate disbursement. Whatever 
tends to avert an attempt to wrest India from our hands, and 
prevent the enormous consequent expenditure, is economy." 

" Russia may be said to have already announced that she 
is even now preparing for her next encounter with Great 
Britain. Her railways have no other end than to transport 
troops. She found that in the last struggle her weakness 
lay in the impossibility of collecting her forces at the 
proper moment on the distant points of her empire. This 
weakness she has intimated shall disappear. But we, too, 
will not remain idle. Our railways in India will advance as 
well as those of Eussia. Established and prepared in Can- 
dahar, with a railway running the whole length of the left 
hank of the Indus, we may await any attempt in calmness. 
The Russian grenadier now knows his inferiority to the 
English soldier. The Cossack will find a match in the Hin- 
doostanee horseman."* 

What a blessing would it be to Europe, and to the entire 
world, as well as to her own incalculable interest and happi- 
ness, if Russia, instead of seeking to aggrandise herself at 
the expense of other nations, would but honestly and steadily 
turn her attention to the improvement of the means of internal 
communication throughout her vast empire, to the arts of 
peace, to agriculture, to manufactures, and to commerce. 

* Glimpses of Life and Manners in Persia, by Lady Sheil. With Notes 
on Eussia, Koords, Toorkomans, Nestorians, Khiva, and Persia. John 
Murray, Albemarle Street. 1856. 



152 

Sua si bona norit ! what a rich, powerful, prosperous and 
happy nation she might become ; but such hopes are idle. 

With regard to her future policy and its indications, 
according to the continental journals supposed to be in 
her pay, she has demanded permission of the Porte to allow 
ten vessels of war to pass the Bosphorus, en route from 
the Baltic, in order to meet the exigencies of the Cir- 
cassian war ; while it is also asserted that the gun boats 
from the sea of Azof have been transported by the 
route of the Don, and Junction canal, and the Wolga, 
to the Caspian Sea; while information has arrived at St. 
Petersburg that the whole line of water communication 
has been completed between that capital and the sea of 
Okotsk, opposite Japan. 

These things are unmistakeable indications that the great 
meshes of the spider's web are again spreading their hold 
over almost every part of the globe. 

Advices from St. Petersburg furnish the details of the 
recent subsidies granted by the Russian Government for 
the formation of steam companies in the Black Sea and 
elsewhere. They will amount annually to between 400,000/. 
and 500,000/., the line to Alexandria alone receiving 50,000/., 
besides other privileges. The total capital to be employed 
is 2,000,000/., and the shares, which were all taken up 
immediately, command a premium. The vessels are all to 
be built to carry guns " if necessary," and the movement is 
regarded by many as a clever mode of creating and main- 
taining a navy so as to evade the treaty of Paris. Some of 
the lines, it is observed, are obviously such as could never 
have been formed for legitimate purposes of trade, and the 
cry is that Russia will now get effective ships for political 
purposes at a cheaper rate than if they were avowedly in 
government service. 

According to the treaty of peace, Russia is only to have 



153 



a certain number of vessels of war in the Black Sea ; but the 
new Steam Navigation Company will have 26 post steamers, 
6 other steamers, 10 tug steamers, and 20 barques. The 
crews of these vessels are to have the same uniform and dis- 
cipline as the sailors who are in the Imperial service. 

The mouths of the Don and the Volga must be some 400 
or 500 miles apart, and to effect a junction between them 
would involve an enormous cost, even if it could be effected 
at all ; but the project of uniting the waters of the Caspian 
with those of the Euxine by means of a canal was first 
started in the reign of Peter the Great, if not by himself: 
and it was Paul's intention to have undertaken the work, for 
which Perry, an English engineer, had been employed by 
Peter in taking the preliminary steps, surveying the best 
line, &c. 

The intention was, and it has never been abandoned, 
to follow the natural courses of the Don and Volga to 
points where they approach each other to within some 
fifty miles; and there, in the intervening ground, taking 
advantage of the river Lafla, which flows into the Don on 
the west, and of the Kamisinca which runs into the Volga 
on the East, to cut a ship canal between these two rivers. 
This need not be more than two and one- third miles in 
length : and then by means of locks, and by deepening, 
widening and straightening these two tributary streams, the 
passage between the two seas would be effected. 

Clarke, who travelled over that part of the country in 
1800, says, " a work like this would not long be in agitation 
in England." 

At Tzaritzin, the Volga and Don approach each other to 
within forty miles or so, but the intervening ground is stated 
to be hilly. 

The entire length of the navigation between the two seas, 



154 



up the Volga along the Kamisinca and Lafla, and down the 
Don, would be at least 800 miles. 

The junction between the Caspian and the Exuine has 
been effected, although the -exact route is not shown. 

The Caspian and the Baltic are already united by a canal 
between the rivers Tvertza and Msta at Vishnei Voloskh ; 
the length of the navigation being no less than 5,000 versts 
of 3,334 miles. Now, however, that the line of railroad 
between Petersburgh and Moscow cuts the canal, as well as 
the Volga, no doubt the greater portion of the traffic has 
been diverted from the water, into the iron, channel. 

Of the facilities which railways will afford to Russia 
in future aggressions little need be said. " It is impossible 
not to apprehend that, while railways in other countries 
rapidly diminish all tendency to warfare, the contrary 
prospect must, in the case of Eussia, be taken into 
account." 

On this subject the following letter was recently ad- 
dressed : — 

To the Editor of the Times. — "Sir, — I write to evoke 
your warning voice against the drain which the great 
capitalists are preparing for us by an extension of the 
railway system in many parts of Europe. I allude more 
particularly to the announcement from St. Petersburgh 
regarding the concessions of the new railways of Eussia. 
A short time back it was pretended they were to be 
made with Eussian capital. Let it be so. Use your influ- 
ence to that effect ; discourage our speculative public from 
swallowing the gilded bait which the millionaire anglers 
of Paris and London will no doubt soon offer them. Tell 
them in your own way to reckon the cost, — a demand for 
gold, straitened means, inability to promote legitimate un- 
dertakings at home, and the placing Eussia in a position. 



155 



when we are again opposed in arms, to command the one 
thing wanting in the late war — the ability to move her troops 
with facility to distant points of her vast empire, and thus to 
facilitate her known aggressive policy against onr Indian 
territories. 

" Eemind them that every shilling of English capital so 
expended in Eussia strengthens her at our cost, while the 
rich bankers of St. Petersburgh will ultimately be the only 
parties pecuniarily benefitted by the speculation. 

" If after we have given support to the legitimate claims 
for home investments, where every pound fructifies for our 
national advantage, we have enough and to spare, let us look 
to Turkey, whose advancement is our safeguard — whose fields 
for British enterprise are, by the unanimous voice of all who 
have visited that important country, pronounced to be un- 
equalled by any other in the world. 

" True, there is much to contend against at present in the 
religious prejudices of the people, their want of business 
habits, and the unfortunate jealousies which divide their 
rulers ; but all these must give way ere long, and their 
natural sagacity will not be slow to discover the immense 
advantages which a close alliance, political and commercial, 
will certainly secure to them, while it will 'not be less bene- 
ficial to ourselves." 

ee In Eussia alone," says another correspondent of the 
same paper, ee I believe, of all the countries in Europe, 
sea-borne iron is absolutely prohibited, simply with the ob- 
ject of preserving an entire independence of this country for 
an article of such necessity. The Czar has chosen to fetter 
the energies of his own subjects, and dwarf every depart- 
ment of industry in which they could labour with effect, 
rather than resort to us for the talisman which would unlock 
the resources of his country. These new railroads — if, in- 
deed, the ( concessions ' be anything more than a puff-apple 



156 



of discord, thrown by the Muscovite Ate*, to disturb the 
happy union of France and England — will only prove another 
futile attempt to combine the advantages of civilization with 
a policy of barbarism. To make bricks without straw was 
not a more difficult task than it will be to establish a system 
of railroad communication in Russia under a prohibitory 
tariff. Whatever the magnates of the Parisian Bourse may 
choose to do, I hope the British public will open their eyes 
to this fact ; in which case there will be little fear of the 
power of our late enemy increasing, until an entire change 
of financial policy shall have deprived him of the wish to 
abuse it."* 



* Lord Granville having been asked by the Emperor Alexander if he 
had seen all the curiosities of Moscow, and having replied affirmatively, 
was surprised by the Emperor's suggestion that the greatest curiosity then 
in Moscow was in his private cabinet. It turned out to be " the little 
bill" his father Nicholas had paid for the St. Petersburg and Moscow 
Railway. And, no doubt, the cost of that line was enormous, notwith- 
standing the serf and military labour employed — quite as great per mile, 
it is believed, as the dearest of English railways; and now, when finished, 
it is worked under a contract with Americans, which gives the Imperial 
Government little or no return on "the little bill " the Emperor mentioned 
to Lord Granville. 

That "little bill" seems, however, to have made a very deep impression 
on the Czar. 

u Those who have been rendered uneasy by apprehensions that the 
Russian Railway project would draw off money from this country, will, no 
doubt, find their apprehensions allayed by the latest accounts of the 
scheme. At last its true character, which we always suspected, stands 
disclosed. Under the guise of commerce, Russia is trying to get military 
rails, and not having money to pay for them, Russia is asking Western 
Europe to pay the piper for her regiments on any future march towards 
the Black Sea. Now, a few persons might be found, in London even, who 
would be quite willing to contract for the payment of the Russian piper 
aforesaid, if the piper would return them a per centage on their money ; 
but whoever heard of a regimental piper paying dividends?'' — The Globe. 



157 



While these pages are passing through the press, a good 
picture has been drawn of the Protean policy and aggressive 
designs of the huge, subtle and rapacious spider of the 
North : — 

" The reputation of Russia has gone through three several 
phases during the last four years. At first she appeared 
highly politic and highly formidable, ready alike with force 
or fraud, bullying the weak and overreaching the strong, 
with one inflexible purpose always in view, to which every 
other thought and consideration was sternly subordinated. 
That she might domineer over Germany, threaten Turkey, 
and terrify Persia, Russia was content to cling to an obsolete 
commercial system, to keep her people in slavery and indi- 
gence, and to sacrifice the plough, the loom, and the hammer 
to the undisputed supremacy of the sword. War came, and 
showed the Russian character under nobler and more elevat- 
ing influences. Instead of the spirit of aggression, we have 
the spirit of patriotism, instead of foreign invasion the 
defence of home, and we beheld, not without respectful 
admiration, a great nation struggling desperately against the 
almost insuperable obstacles which her own defective organi- 
zation had raised against her, and almost supplying by pro- 
digious efforts and sacrifices the want of the appliances of 
modern science, and of those aids which the arts of peace 
must lend to the arts of war. Russia has now entered into 
a third and entirely novel phase of development, — 

' The bustling vigour and rough frown of war 
* Is cold inanity and painted peace/ 

She has been forced to yield because her means of transport 
were exhausted, because her armies perished in interminable 
marches, and all the resources that she had stored up for the 
destruction of a barbarous enemy proved inefficient against 
the hostility of nations better organized and better civilized. 



158 



The genius of barbarism looked civilization in the face, and 
was rebuked before her. 

" It might have been expected that a loss which had been 
sustained without disgrace would have been borne with 
dignity, and that Russia, yielding to an inevitable destiny, 
would have turned her whole attention to the arts of peace, 
and left those who were victorious in the conflict to play un- 
disturbed the most prominent part on the public stage. But 
those who expected this knew little of the character of the 
Russian Government. A profound dissimulation bears no 
inconsiderable part in the policy of this semi-oriental people- 
Having been defeated, the first and dominant idea of Russia 
seems to have been to pretend that she has not." " She has 
seized, without a colour of right or justice, upon the Isle of 
Serpents, and has only been counteracted in her attempts by 
an occupation by the Turks in greater force than her own. 
She was bound to deliver up to the allies the fortresses of 
Kilia, Ismail, and Kars. The conditions were performed 
by dismantling and destroying the fortifications and deliver- 
ing over the ruins to the allies. Russia was pressed to rectify 
the frontier of Bessarabia. By the production of maps wil- 
fully falsified she entirely misled the Congress of Paris, and 
induced them to assent to a frontier impossible and inexplic- 
able. The six months fixed by the treaty have expired, and 
most of the conditions imposed upon Russia are as yet un- 
performed. In addition to this, she has issued an insolent 
and even threatening manifesto, in which she warns the allies 
to desist from their attempts to improve the condition of 
Naples, and even hints at a recourse to ulterior measures if 
her remonstrance be not attended to. As if all this were 
not enough in the way of paltry vexation and safe bravado, 
Russia is now about to send a squadron to the Bosphorus, in 
order to take advantage of the wrong she has already com- 
mitted to perpetrate a fresh wrong. Because she has not 



159 



performed the conditions imposed upon her by the treaty 
the allies have been compelled, much against their will, to 
keep their fleets in the Black Sea ; and because their fleets 
remain in the Black Sea, owing to her default, Russia is, we 
are informed, about to demand from Turkey that her fleet 
should also be allowed to enter those neutral waters." 

" There never was a moment when the people of this 
country were less disposed to be trifled with, and Russia 
may havej unless she awake to wiser counsels, to buy the 
false eclat of her present demonstrations at a price which she 
will be alike unwilling and unable to pay. Our resources 
are untouched, our spirits are unbroken, and having once 
made a treaty we will not suffer ourselves to be held up to 
ridicule as unable or unwilling to enforce its conditions. 
We only hope that this dangerous game will be carried no 
farther. We have asked nothing but what is fair and reason- 
able ; and what we have asked we are thoroughly resolved 
to obtain. We have been obliged on one occasion to unde- 
ceive foreign nations as to the extent of our devotion to 
peace. It is by no means impossible that we may be called 
upon to repeat the lesson." 

In the emphatic words of Lord Palmerston, — " e The du- 
ration of peace must depend upon the honour and fidelity 
with which its conditions are fulfilled. I trust that that 
power which brought upon itself the hostility, either active 
or moral, of all Europe by a forgetfulness of interna- 
tional rights and duties, — I trust that that Power, having 
concluded a treaty, will observe that treaty with faithfulness, 
and then, no doubt, peace will be of long duration? Memo- 
rable words — well weighed, and gravely uttered, — words 
honourable to the Minister who speaks them, and sure to be 
supported by the unanimous concurrence, and, if necessary, 
by the equally unanimous action, of the nation to which they 
are virtually addressed." 

Of all the lessons which the late war has taught us, there 



160 



is not one more important than this, that henceforward the 
moral superiority of nations must be based upon an exact 
knowledge and intelligent use of the mechanical forces of 
nature. A vague presentiment of this most fundamental 
revolution in human affairs has long existed amongst us, but 
it has had to struggle against manifold opposition, against 
the traditional policy of the schools, against the instinctive 
timidity of a large and respectable class, who shrink from 
anything which appears to them like an exaltation of the 
material over the moral and spiritual part of our nature. It 
was to our interest to get rid of the very remnants of these 
delusive feelings. It seemed accordingly necessary, at a 
particular crisis, that we should pass through a brief but 
sharp ordeal, whereby the true secret of our continued supre- 
macy might be brought home with irresistible force to the 
most reluctant mind, that all might brace themselves anew 
for a more determined progress in the great and glorious 
career that is expanding before us as a nation. 

Since the termination of the recent struggle, we have seen 
with certainty where the power of our antagonist first gave 
proof of weakness, and forced him eventually to desist 
from the further prosecution of his audacious schemes. He 
had built up fortresses of colossal magnitude, collected 
resources astonishing from their variety and abundance, his 
generals were selected with consummate skill, while over 
the persons and property of his subjects, he exercised an 
unchecked control. But the force of an absolute will, with 
all these appliances at command, could not counteract the 
primary disadvantage of defective means of transport and 
tardy methods of communication. Could the ruler of all the 
"Russias, in the late encounter, have whispered his commands 
with lightning speed to every corner of his vast empire, and 
transferred his instruments to any point with that celerity 
which science places at our disposal, we know full well how 



161 



much more desperate would have been the contest, how 
much harder would have been our victory. 

Let us not think that the grounds of this superiority 
vanish with the cessation of hostilities. The argument is 
equally applicable to the quieter strife of civilisation. In 
the necessities of external diplomacy, in the exigencies of 
internal Government, in the intricate combinations of a 
multiplying commercial intercourse, the most eminent 
success will result to those in whose hands are the means 
of the most precise and rapid communication. The interests 
of war and peace are in this matter identical, and equally urge 
us to press onward to improvement. 

One of the noblest characteristics of the Roman Empire, 
and that which probably contributed beyond all others to the 
duration of its power, as well as to the beneficent influence 
the great political colossus exercised over the ulterior des- 
tinies of the territories once subjected to its sway, was its 
habit of constructing admirable highways, extending in every 
direction, from the capital to the most distant provinces. 
What the genius of Alexander had conceived, Rome may be 
said to have accomplished, the effective union of the entire 
civilised world by roads, connecting its widely-separated and 
once almost isolated kingdoms. The far-seeing wisdom of 
the policy which dictated such an expenditure of labour, is 
universally acknowledged by modern statesmen, and it is to 
be regretted that their appreciation of it has not led to a 
more perfect imitation of this course of the model state of 
antiquity. 

Lord Palmerston observed the other day at Liverpool that 
" it was the remark of Mr. Burke, when discussing the 
operations of the American war, that it was difficult to carry 
on a war when seas rolled, and months intervened between 
the order and the execution." 

The railway and telegraph are not only of incalculable 

M 



162 



value as political instruments, but they are the pioneers of 
enlightenment and advancement : it is theirs to span the gulf 
which separates barbarism from civilisation ; and his is an 
enviable lot, by whose exertions, the arts and industry, the 
capital and enterprise, the knowledge and humanity of West- 
ern Europe shall be familiarised and brought home to the 
dwellers in the East. 

A railway along the Euphrates connected by efficient 
steamers in the Persian Gulf, with a railway along the valley 
of the Indus, would not only open up new worlds for our 
civilisation and our commerce, but the veteran armies of India 
might then be wielded with a rapidity and force that would 
be felt in Europe as well as Asia, at St. Petersburgh as at 
Teheran. 

"There never was a crisis in the history of this country 
when the public mind was more keenly alive to the necessity 
of developing the territorial value of India, and of approxi- 
mating, by a rapid means of communication, the distant 
limits of that vast empire. 

" At this moment, all who are alive to the inestimable 
importance of British India, knowing as they do that its 
possession is essential to the grandeur and prosperity, if 
not to the very existence of this country, have watched 
with painful interest the varying fortunes of the campaign 
against the Russians in Asia. The events of this cam- 
paign are fraught with results of immeasurably greater 
import to us than to our allies. TJiey have no great 
Indian empire, and Asia Minor is not the route to any 
of their possessions. Between the outer limits of Asia 
Minor and the borders of the golden peninsula of India, 
as well as within the bounds of the peninsula itself, 
the rulers and tribes accustomed to the dominion of the 
sword yield a scant allegiance to a sovereign they have 
ceased to dread, and little respect to a neighbour whose 
might is not superior to their own. Much is being done 



163 



to enlighten and advance the people of India and develop 
the latent resources of that country ; but, as yet, we hold 
with a mailed hand our empire in the East. It is dangerous 
to let our subject populations or our unsettled neighbours 
think that we have an , equal in the field, much more a 
superior, and that superior, Russia, so long and so notoriously 
a candidate for their suffrages. 

" In these days, the connection between events in the East 
and in the West is far better understood than it was at the 
beginning of the present century, and news travels infinitely 
faster; but even at the beginning of the present century, we 
may remember that it was the superiority of the arms of 
France in Europe that induced Tippoo to rise against us, 
and led to the contest with him which ended in the taking 
of Seringapatam. Indeed, there is no one who really knows 
India that is not aware how greatly even the extremities of 
our empire there are agitated by the slightest appearance of 
a reverse in any quarter, so sensitive is the bond by which 
those vast subject populations are held. 

" "We did not relish the idea of the Czar at Stamboul, and 
we may find his influence not quite agreeable at Teheran ; 
neither must we close our eyes to the fact, that Persia is 
insidiously and perseveringly advancing her outposts both 
in Central Asia and along the line of the sea-board of the 
Gulf of Oman. She has already taken Herat, formerly 
regarded as the key of India, from the Affghans, and has 
wrested Bunder Abbass in the Persian Gulf from the Imam 
of Muscat.* Had the British minister at the Persian 

* In the beginning of December, 1 854, the seaport towns of Bunder 
Abbas, belonging to the Imam of Muscat and governed by his son, was 
attacked by a force of about ] 2,000 Persian horsemen, with two mortars 
and six guns. For two days and nights a heavy fire of shot and shells 
was kept upon the fort, and the garrison, about 1,700 strong, finding this 
too hot for them on the third day, sallied out under command of the 

M 2 



164 



court been under the immediate orders of the Governor- 
General of India, the Shah would speedily have recoiled 
before the remonstrances of an authority backed by 
300,000 men. We do not fear a Russian invasion of 
India, but we must guard our prestige of invincibility 
with the treacherous and semi-barbarous courts of Asia, 
as the best means of protecting our Indian dominions 
from the dire effects of internal commotions, and from 
the hostile incursions of the turbulent and warlike tribes 
on our north-west frontier. While the ancient seat of 
empire of the Caesars in the East is in the hands of the 
soldiers of the West, and while British enterprise is surely, 
though gradually, adding the Sultan's empire to the 
area of its wide exertions, his dominion in Asia Minor, 
and our name in the East, have received a shock by 
the capitulation of Kars. f We owe India a victory in 
Asia ; ' we owe it a victory that shall efface from the 
standards of Russia the record of our heroic misfortunes at 
Kars. But now that the Temple of Janus is closed for a 
season, let us stamp on Asia the impress of our genius and our 
power ; — let us render the invasion of Asia Minor by Russia 
for ever impossible, by throwing open to the world, by the 
irresistible power of steam, the rich and forgotten plains of 
the Euphrates and Tigris — the once-famed granaries of the 
East, and subduing to Industry their wild "inhabitants. 
This would be a greater triumph than the re-capture of 
Kars, and at once a colossal and enduring monument of 
our science and enlightenment, as well as of our energy 
and might as a people. 

young prince, and met them at the gates. A battle of several hours 
ensued, when the Arabs, seeing that they were overpowered by numbers, 
betook themselves to their boats and found refuge on board a Muscat 
man-of-war at anchor outside. A large proportion of the garrison had 
been either killed or wounded. 



165 



" The Indian army has not only fought the battles of 
England in India and Central Asia, but the sepoy of Bengal 
and Madras has crossed bayonets with the best soldiers of 
Europe, in Java and the Mauritius, while their brethren 
of Bombay marched to oppose the same gallant enemy in 
Egypt. Notwithstanding this, our tried and magnificent 
army in India has been practically ignored in the late war. 

" There is now in India an army of nearly 300,000 men 
at the disposal of this country, apart from 31,000 sub- 
sidiary troops and contingents from Native States. In 
that army, there are about 26,000 Europeans belonging 
to the Queen's service, including cavalry and infantry 
of the line ; and 15,000 European troops in the Com- 
pany's service, of every arm except cavalry, and 240,465 
native troops. This last figure includes 233,699 exclusively 
native troops, together with 3,644 European commissioned 
officers, and 3,122 European warrant and non-commis- 
sioned officers and rank and file. The number of the com- 
missioned officers of the Queen's troops amounts to 588. 
The police corps regularly organised consists of 24,015 
native commissioned and non-commissioned officers and 
privates, and 35 commissioned European officers. Large 
and costly as this army may be, it might easily be in- 
creased, especially from the warlike tribes lately added to 
our dominion. Here, then, is a reserve, and an ample reserve, 
well organised, officered, and generally with some experience 
of war. How could it be said that we had no reserve? 
Of this immense force, 40,000 are British soldiers. Of 
the rest, the irregular native cavalry is just the force we 
most required in the late war, and could not supply from 
home. Here, then, is everything that we have ascribed to 
Russia. 

" ' All former empires that ever pretended to hold distant 



166 



countries in subjection made a fair exchange of armies, so 
that while Italians were holding Britain, or Numidia, or 
Dacia, Britons, Numidians, and Dacians were stationed in 
Italy, and even supplying candidates to the imperial purple. 
"Whatever the final results, the Roman empire would not 
have lasted ten years without that interchange.' Russia 
carried on the war with forces drawn from the heart 
and extremities of Asia, as well as from the most northern 
shores of Europe ; and when we talk thoughtlessly of her 
overpowering population, it is these distant regions that we 
are unconsciously thinking of. tf Our case is the same as 
Russia's, only we have not got the sense to see it, and 
shall not see it till our eyes have been opened and our 
wits quickened by a succession of disasters.' 

" The mutual dependence of our Western and Eastern em- 
pires was clearly pointed out many years ago in these words : 
' In case our enemies should prove sufficiently powerful to 
press us hard either in Europe or Asia, it would be a matter 
of inestimable importance to have it in our power to trans- 
port our military forces from Europe to Asia, and from 
Asia to Europe, with the greatest possible celerity, as the 
exigencies of war may demand. A rapid means of com- 
municating between India and Malta, both by means of the 
Red Sea and of the Persian Gulf, through Egypt and 
through Syria, would multiply tenfold the resources of 
Britain, and secure the defences of our possessions from 
Canada to Hong Kong. Indeed, England, with her small 
standing army, with her population not trained and dis- 
ciplined to defend their own territory against invaders, and 
with ministers who neglect her navy, can never be duly 
secured against the sudden attacks of her rivals and enemies, 
until she can impose some restraint on their ambition, by 
having it in her power to array the sepoy on the shores of 



167 



the Mediterranean, and the Highlander of Scotland and the 
gallant sons of Erin on the banks of the Indus and the 
Ganges, with a degree of speed which no other power 
can equal. The small amount of our military force, in 
comparison with the enormous extent of our empire, must 
be counterbalanced by abundant means of communication 
and extraordinary rapidity of transport.' * 

" Russia, aware of the mistake she committed in going to 
war with imperfect means of transit, is, with our money, 
about connecting the shores of the Caspian, the Black Sea, 
and the Baltic, with the heart of the empire by means of 
railways communicating with her navigable rivers. 

" In America, ten miles of railway are on the average 
opened every day for the accommodation of the regular 
traffic of the country. 

"And shall we, while enriching with, railways Russia, 
America, France, Italy and Austria, forget what is due to 
India with her boundless resources and vast population ? 

" It is evident that to have the benefit of even the moral 
weight of our magnificent and well-appointed army in India, 
on the great events which are now in progress, and of the 
consequent changes which must necessarily flow from them, 
that we must have, above all things, increased facilities for 
moving troops and stores upwards or downwards along the 
line of the Indus, as w T ell as up the Persian Gulf, or to the 
R,ed Sea, as circumstances might render necessary. 

" While these pages are passing through the press, the 
shadow of coming events in the East is deepening and ex- 
tending, and it becomes more emphatically the duty of this 
country to make their army in India, by proper means of 
transit, not only sufhcient for the internal peace of that 



* On the Communications between Europe and India, by George, 
Finlay, Esq. : Smith, Elder and Co., 184/. 



168 



country, but that some portion of it should also by the 
same means, be made available wherever and whenever the 
welfare or the honour of the paramount state might demand 
its service. There never was put forward a greater fallacy, 
or an error more likely to be mischievous, than ' that the 
Turkish question was of no importance in an Indian point 
of view.' The grand problem, now in course of solution 
in Turkey, must affect in its results, whatever they may be, 
in the most immediate and powerful manner, our power and 
prosperity in India. 

" Every act in the great drama of the war, has elicited 
either the apprehension or the applause of the nations of the 
East* In the mosques of Bokhara, five thousand Moolahs 
prayed daily for the success of the Sultan of Room, and ' the 

* " Dera Ismael Khan (on the upper Indus) has not been far behind 
Lahore in celebrating the fall of Sebastopol. The official news was re- 
ceived with the greatest enthusiasm by all classes, and the inhabitants 
resolved to have illuminations, fireworks, &c. The bazaars of the city 
were brilliantly illuminated ; every shroff, or wealthy shopkeeper, dis- 
playing from 1,000 to 1,200 lamps before his shop, and all other shop- 
keepers from 200 to 300 lamps." — Lahore Chronicle. 

On the 3rd of December last, the day appointed by the Governor- 
General for a general thanksgiving on account of the faU of Sebastopol, 
the great Parsee community (of which Sir Jamsetjee Jejeebhoy is so 
justly regarded as the leader and ornament), spontaneously assembled in 
the Town Hall at Bombay, and Dosabhoy Framjee read a lecture detail- 
ing the events of the war and the successes of the allied forces. He then 
proceeded to enlarge on the blessings which the British rule secures to 
the natives of India ; and concluded his address by offering, on behalf 
of his crowded audience, the first public prayer to Almighty God ever 
uttered by a Parsee in his native tongue ; for the ordinary religious ser- 
vices of the Parsees are still performed in the Pehlevi, their ancient 
language, which in the course of ages has become quite unintelligible to 
all but the very learned. He prayed, " that the shadow of the Almighty 
might rest wherever the British rule extends, and that its moral influence 
might be established over a still greater portion of the globe ; that God 
would bless their Sovereign, and give success to her armies; that his 



169 



name of Mouravieff is probably now repeated with awe by 
the Persian and Affghan.' 

"The Eastern shepherd, in his solitude, pondered over, 
and the warrior in his fastness, watched with kindling eye, 
the varying fortunes of the field, while every incident of the 
campaign, whether in Europe or Asia, has been minutely 
discussed, and will be well remembered in the bazaars 
throughout the length and breadth of India." # 

By establishing a steam and electric connection between 
England and India and the confines of Central Asia, not 
only would the power and control of England be enhanced 
over her 150,000,000 widely-scattered subjects, but a great 
and glorious step would be taken towards securing the 
progress, the freedom and the peace of the world. 

But, viewing the establishment of a railway from the 
Mediterranean Sea to the Persian Gulf merely as a corn- 
own brethren might live, as they now do, in perfect security, and be ever 
impressed with a grateful sense of the blessings they enjoy under the 
benign rule of their gracious Queen." 

The address was received with enthusiasm by the meeting, which sig- 
nified its hearty acquiescence in the concluding prayer. The event 
marks an era in the annals of India. Instances are not wanting of sove- 
reigns who have enjoyed an extensive popularity among the varied races 
of Hindostan ; but her history furnishes no parallel example of a whole 
people thus rising above the prejudices of ages, and in a way so opposed 
to their usual apathetic movements in political matters, convening a large 
public assembly, to give spontaneous expression to their belief in the 
superiority of British rule, and in the power of its protection, while they 
invoked the Divine aid for the success of its arms. 

The novelty and gravity of such a meeting as has been just described 
cannnot fail to make a wide impression throughout Asia most favourable 
to the British character. — From a Memoir of Sir Jamsetjee Jejeebhoy, by 
T. W. Ramsay, Esq., late Commissioner of Revenue, Bombay. 

* The Scinde Railway and its Relations to the Euphrates Valley and 
other Routes to India, with Illustrative Maps, Statistical Tables, fyc, 
from Official sources. By W. P. Andrew : W. H. Allen Co., Leaden- 
hall Street. 



170 



mercial undertaking, the enterprise possesses, in the opinion 
of those personally acquainted with the country and its 
resources, all the elements of a highly remunerative cha- 
racter, and its advantages may be briefly recapitulated. 

1st. — From the country presenting great facilities for the 
construction of a railway, being chiefly a succession of 
extensive plains. 

2nd. — From the neighbouring mines of Marash, having 
supplied iron in abundance to the Euphrates expedition, 
they would provide facilities for the construction of the rail- 
way ; an inexhaustible supply of timber of the finest quality 
for building purposes, sleepers, &c, being obtainable from 
the forests near the old Port (Seleucia) and Scanderoon : 
and from there being also large quarries of stone on different 
parts of the line, with an abundant supply of bitumen and 
timber for fuel. 

3rd. — From the first section of the line, from Seleucia 
to Aleppo, being of moderate length, and complete in itself, 
having a port on the Mediterranean at one end, and the chief 
emporium for the trade of the country at the other. 

4th. — From the line from the Mediterranean to Aleppo, 
forming of necessity the most important portion of any system 
of improved transit, which shall follow the course of the valley 
of the Euphrates, or the plains of the Tigris to the Persian 
Gulf. 

5th. — From the clearly proved statistical returns of the 
former trade and commerce of the country, its vast natural 
resources and manufactures, and the extensive transit trade 
which was formerly carried on between China, India, Persia, 
Armenia, and Arabia with Europe, and especially with Great 
Britain, which has been greatly diminished by the policy of 
Russia, but which would speedily be revived, and from the 
conviction that the commerce of Great Britain with Central 
Asia, China, &c. } instead of seeking, as at present, a costly 



171 



and circuitous route by the Volga and the Caspian, would 
return to its natural, its most direct, and its most ancient 
channel. 

6th. — From official statements recently published the 
existing trade of the countries proposed to be traversed is 
very large and steadily increasing, notwithstanding the ex- 
pense, delay and difficulty in the present mode of transit. 

From the paramount and acknowledged importance of 
this route to the good government and prosperity of the 
Sultan's Asiatic dominions, those more immediately interested 
feel assured, from the negotiations now pending, of ob- 
taining from the Sublime Porte such terms as will enable 
them to raise the necessary capital ; and, from the obvious 
political and commercial importance of this, the most direct 
route to our Indian possessions, they have received from 
Her Majesty's Government and the Honourable East India 
Company that countenance and co-operation, which is essen- 
tial to the carrying out, with success, a means of commu- 
nication which would diminish, by more than a thousand 
miles, the distance between this country and its empire in 
the East. 

This route, constituting as it does, the key to our Indian 
possessions, and commanding the right flank of the Turkish 
empire, will not be allowed by apathy or incompetence on 
our part to fall into the hands of any other power. There 
is no fear of such an injury being inflicted — it would never 
be forgotten or forgiven. The opening to the world the 
route between Europe and India by the Euphrates Valley, 
is no ordinary enterprise, it embraces in its scope the well- 
being and the hopes of nations, the stability of empires, and 
demands and requires the cordial and active co-operation 
of the English people, as well as of English statesmen. 



APPENDIX. 



(DIRECT ROUTE TO INDIA.) 

THE EUPHRATES VALLEY RAILWAY 

COMPANY LIMITED. 

(PROM THE MEDITERRANEAN TO THE PERSIAN GULF.) 

©ffe, feljmu Jtaw, ©ft §rjortir Street. 

TO BE ESTCOEPOEATED BY ACT OP PARLIAMENT. 

CAPITAL (FIRST) £1,000,000, IN" 50,000 SHARES OF £20 EACH. 
W. P. ANDREW, Esq., F.R.G.S., 

(Chairman of the Scincle Railway and European and Indian Junction 
Telegraph Companies.) 
3@ (rectors. 

J. EDMUND ANDERDON, Esq., Director of the Scinde Railway Com- 
pany and Bank of London. 

PHILIP ANSTRUTHER, Esq. (Late Secretary to Government, Ceylon,) 
Deputy- Chairman Ceylon Railway Company, and Director of the 
European and Indian Junction Telegraph Company. 

SIR FREDERICK L. ARTHUR, Bart., 4, St, James' Street, Director 
of the European and Indian Junction Telegraph Company. 

HARRY BORRADilLE, Esq., Hadley (Late Bombay Civil Service), 
Director of the Scinde Railway Company. 

BARROW H. ELLIS, Esq. (Late Assistant Commissioner, Scinde). 

THE HON. J. CADWALLADER ERSKLNE (late Commissioner Cis- 
Sutlej States), Chairman of the London & Eastern Banking Corporation. 

CAPT. B. KINGTON FINNIMORE, (Late Commissary of Ordnance, 
Kurrachee and Hydrabad, Scinde.) 

CAPT. H. B. LYNCH, C.B., I.N., (Late commanding on Euphrates and 
Tigris), Director of the European and Indian Junction Telegraph 
Company. 

SIR T. HERBERT MADDOCK, M.P. (Late Deputy Governor of 
Bengal), Director of the Scinde Railway Company. 

MAJOR J. A. MOORE, F.R.S., 19, Portland Place, (Ex-Director of 
the Honourable East India Company), Director of the National Pro- 
vincial Bank of England. 

THOMAS WILLIAMS, Esq., Director of the Scinde and other Railway 
Companies. 

Consulting Engineer. 
MAJOR GENERAL CHESNEY, R.A., D.C.L., F.R.S., & F.R.G.S. 

3Encuneer in <£A)\ti. 
SIR JOHN MACNEILL, L.L.D., F.R.S. 

"gutftiors. 

LIEUT. COLONEL H. B. HENDERSON, (Late Officiating Military 

Auditor General, Bengal.) 
HARRY G. GORDON, Esq., (Chairman of Oriental Bank Corporation.) 
Commercial Agents m IContron. Agents in Srma antr J^tcsopotamta. 
Messes. A. DENOON & Co., Messes. STEPHEN LYNCH & Co. 

IBaniicrs. 
Messes. GLYN, MILLS & Co. 
In India. In Turkey. 

ORIENTAL BANE CORPORATION. OTTOMAN BANE. 

Solicitors. 

Messes. MALTBY, ROBINSON & JACKSON 

Secretary. 
L. W. RAEBURN, Esq, 



PROSPECTUS. 



This Company is established to connect the Mediterranean 
and the Persian Gulf by a railway from the ancient port of 
Seleucia by Antioch and Aleppo, to Ja'ber Castle on the 
Euphrates, and afterwards from thence by other towns, to 
Bagdad, and on to the head of the Persian Gulf. Thence 
by steamers communications will be established with all 
parts of India. 

From arrangements now in progress, it is intended (by 
the European and Indian Junction Telegraph Company) to 
carry the electric wire along the Euphrates Valley, and 
connect the Telegraphic system of Europe with that of 
India. 

The country through which it is proposed to carry the 
railway, was by command of his Majesty William IV. ex- 
amined and surveyed, with the view to the introduction of 
improved means of transit by that distinguished officer, 
Major-General Chesney, R.A. and F.R.S., who reports that 
there are no serious difficulties to contend with ; and subse- 
quently scientific investigations under Captain Lynch, C.B., 
and Commander Campbell, both of the Indian Navy, as well 
as by Mr. W. Ainsworth, the geologist and geographer, have 
confirmed the accuracy of General Chesney 's opinion. Dr. 
James Bowen Thompson, who lately died at Constantinople, 
spent many years in the East collecting data, and obtained 
for the project the favourable consideration of the Sublime 
Porte, Her Majesty's Government, and the British Ambas- 
sador at Constantinople. 

The effect of the proposed contract to be entered into 
between the Sublime Porte and this Company will be, 



177 



that the Ottoman Government guarantee a minimum 
dividend on the capital required at 6 per cent, per annum 
for 99 years. 

The Ottoman Government grant a lease of the land 
necessary for the Railway and works for 99 years, free of 
charge. 

On the opening of the Line, all net profits, exceeding the 
rate of dividend guaranteed, are to go to the Ottoman 
Government in liquidation of the dividends they have 
advanced. When this advance is repaid, the entire surplus 
goes to the Shareholders. 

No call will be made until the concession has been secured, 
by the Firman of the Sultan, and the other arrangements 
contemplated by the Directors completed. 

At the expiration of 99 years, the land with the Railway 
and works pertaining thereto, will become the property of 
the Ottoman Government, who will at the same time pur- 
chase the rolling stock at a valuation to be settled by 
arbitration. 

The Ottoman Government guarantee the Company against 
all competition from works of a similar character — And 
grant the right of lands, woods, forests, and quarries, the 
property of the State, at a certain distance at each side of the 
line. 

It is only proposed at present to execute the first section, 
about eighty miles of railroad, from the ancient port of 
Seleucia on the Mediterranean, to Ja'ber Castle on the Eu- 
phrates ; below which point, there is water communication 
by the Euphrates and Tigris to the Persian Gulf. 

Mr. J ohn Laird, of Birkenhead, has undertaken to supply 
the Sublime Porte with steamers to navigate the Euphrates, 
capable of carrying a large amount of passengers and mer- 
chandise, at a good rate of speed. 

A steam route being thus established between the Medi- 

N 



178 



terranean Sea and the Persian Gulf, the shortest and most 
rapid means of communication between the capitals and em- 
porium of the West and East would be at once open for 
political and commercial purposes. The future sections of 
the Line will be gradually carried down the valley of the 
Euphrates, from the right bank opposite Ja'ber Castle to 
Phumsah, the ancient Thapsacus. Crossing into Mesopo- 
tamia at this suitable place, the railway will be carried along 
the valley by Anah and Hit to the environs of Bagdad ; and 
thence by Babylon and Hillah to the confluence of the Eu- 
phrates and Tigris at Kurnah, where there is sufficient depth 
of water for the largest steamers, with a branch line by 
Shuster to the Persian Gulf ; or to Bussorah, thirty-seven 
miles nearer the head of the Persian Gulf than Kurnah, 
where an extensive trade is already established, and where 
there is ample accommodation for square-rigged ships of 
large tonnage. 

The grand impediment to the improvement of the Sultan's 
dominions is the want of the means of intercommunication, 
and no line would promote more effectually their good 
government and prosperity than that which would lay open 
to the energy and capital of the West the expansive plains of 
the Tigris and the Euphrates. 

To England, the possession of an alternate short route to 
India is of inestimable value, and more especially when the 
actual lineal distance will be reduced by more than a thousand 
miles, and where rich fields are offered to the genius of her 
statesmen, and the enterprise of her merchants, by giving 
back to commerce, through the civilizing influence of steam, 
" countries, the cradle of the human race, and the theatre of 
the most important events in the Jewish, Pagan, and early 
Christian histories."* 



Expedition to the Euphrates and Tigris, by General Chesney. 



179 



The traffic by the existing route of the Red Sea must 
always be confined to large and powerful steam vessels, 
being impeded by rocky islands, coral reefs and the nature 
of the prevailing winds, whereas in the Persian Gulf, there 
are no physical obstructions whatever to its free navigation 
by vessels of all classes. 

" The substitution of land carriage for water carriage, or 
rather, the substitution of overland cuts for long sea circuits," 
is, as The Times stated in a leading article some time ago^, 
" the one simple principle of the present undertaking." 

The importance of the Euphrates as a second and more 
expeditious route to our Indian possessions is daily forcing 
itself upon the public mind, and as the whole of Northern 
India and Central Asia, from the banks of the Oxus to 
the gates of Delhi, will shortly have an outlet to the sea 
by the Scinde Railway from Hydrabad to Kurrachee, 
relieving commerce from the dangers and delays of the 
Delta of the Indus, such a route would seem to become 
imperative. 

" The sea stages of the present route to India," according 
to The Times, in the leading article before referred to, 
" exclusive of the trip across the Channel, are two : one 
from Marseilles or Trieste to Alexandria ; and the other 
from Suez to (Kurrachee) Bombay, or Calcutta. These 
stages constitute by far the longest part of the journey, 
being 5,075 miles, performed by steamers ; from which an 
average speed of some ten miles an hour is all that can be 
expected. The longer again of these two stages is that from 
Suez to Hindostan, as it includes a circuit round two sides 
of the triangular territory of Arabia, The first object, there- 
fore, is to get rid of the detour by Aden ; and this is to be 
done by carrying the passengers to the mouths of the Orontes, 
instead of the mouths of the Nile, and forwarding them 
across the Turkish territory to Bussorah, at the head of the 

n 2 



180 



Persian Gulf. The railroad required for this purpose would 
run along the Euphrates V alley , and its length would not 
exceed 900 miles ; whereas, its completion would reduce 
the distance from London to Calcutta by more than one-half, 
— by twenty days in fact out of thirty -nine ! This project, 
it is conceived, could be accomplished in five years' time ; 
and the route would then lie through Ostend, Trieste, by the 
Mediterranean Sea, to Orontes, thence to Bussorah, and by 
the Persian Gulf to Bombay (or rather to Kurrachee) where 
it would meet the Indian railroads now actually commenced, 
and by that time completed to Calcutta." 

The advantages of the port of Seleucia were placed before 
Government by Captain, now Major-General Chesney, in 
1832, (see pp. 63 and 64 of Euphrates Reports), and were 
subsequently advocated by that competent authority, Captain 
Allen, R.N. According to the latter officer, it is capable of 
being made one of the finest harbours in the world. Both 
these officers considered that from £20,000 to £30,000 would 
be sufficient to clear out the greater part of the ancient basin, 
and repair the massive works of the Romans, many portions 
of which require merely to be relieved from the mud depo- 
sited upon them. The importance of Seleucia will be 
apparent, when it is borne in mind, that there is no other 
port for commerce along the whole coast of Syria better than 
the open roadstead of Beyrout, or the pestilential harbour of 
Alexandretta. Seleucia is not only capable of being made a 
most efficient port, but by a small additional outlay, the 
existing great Mole might be extended so as to form a har- 
bour of refuge. 

By the existing road, Antioch is eighteen miles from 
Seleucia, and stands on the Orontes, the valley of which is 
throughout fertile and populous. 

Aleppo is forty-two miles from Antioch, contains a popu- 
lation of about 90,000, is one of the most opulent and best 



181 



built cities in Syria, and the chief emporium for the trade, of 
the country. 

Ja'ber Castle, thirty-miles* distant from Aleppo, is on the 
Euphrates, which " gives a water communication with Syria, 
Asia Minor, and Asia Major, (their central parts,) also the 
South of Persia and Kurdistan." 

" The Pachalic of Bagdad produces (and the greater part 
along the Euphrates,) wheat, barley, Indian corn, rice, 
millet, honey, dates in great quantity, and other fruits, wine, 
(from Kerkook and the banks of the Tigris,) cotton, some 
silk, tobacco, gall-nuts, and wool in great quantity, from the 
different Arab tribes, each of which has extensive flocks; 
also ambergris, sal ammoniac, leather, buffalo hides, oil of 
naphtha, bitumen, salt-petre, salt, borax, and glass, made at 
Bagdad ; where are manufactured coarse coloured cottons, 
and fine handkerchiefs of silk and cotton for the Arabs. 

" Bagdad was the centre of a considerable caravan com- 
merce previous to the late disturbances, when it sent annually 
even as far as Erzeroum, 2,000 mule loads of pearls, silk, 
cotton, stuffs, shawls, coffee, gall-nuts, indigo, &c. and still 
more to Mosul, Diarbekir, Orfa, &c, and to Aleppo even at 
this moment, from 3 to 6,000 animals yearly, but 80 years 
ago, this number was said to be 50,000. 

" Bagdad, from its matchless situation, would, with the 
slightest fostering care, become a grand centre of English, 
Arab, Persian and Eastern commerce ; and nothing is want- 
ing to distribute it widely, and increase it greatly but the 
establishment of steam." 

i( The imports to Bagdad from the Persian Gulf ; pearls 
and fish. 



* The distances have been underrated. According to Sir John 
Macneill, by railway, the distance from Seleucia to Aleppo, is estimated 
at 1 1 8 miles- 



182 



" From Persia ; Silk, woollens (coarse), saffron, sulphur, 
nitre, dried fruits, shawls of Cashmere, Kerman and Yezd ; 
stuffs, cotton, gum-rahabat, fur-skins, tobacco and pipe sticks. 

** From India : Muslins, porcelain, indigo from Bengal, 
Guzerat, and Lahore ; cottons, pepper, spices, cinnamon, 
nutmegs, Java and other sugars ; musk, cardamoms, cotton 
and silk from the coast of Coromandel, aloes, camphor, &c. 

" From Turkey : Soap, cotton, linen, silks, embroidered 
stuffs, opium and copper, about 450 tons annually. 

" From Arabia : Incense, myrrh, galbanum, resins, 
gums and other precious drugs, also Mocha coffee, in quan- 
tity across the Peninsula, to go on to Constantinople and 
elsewhere. 

" From Europe, Egypt, &c. : (A part across the Desert 
from Damascus, but chiefly by way of Aleppo.) Bagdad 
receives cotton twist, grey cloths, and prints, grey- calicos, 
long-cloths, Greek-stripes, power-loom sheeting, jaconets, 
cotton handkerchiefs, (all English,) fine French or German 
cloths ; cutlery, lead, tin, and St. Domingo coffee, also 
indigo, and cochineal, velvets, satins, taffeta, mercury and 
drugs. 

" The chief outlets from Bagdad as a depot are to Con- 
stantinople : — Cashmere shawls, aloes, ambergris, musk, 
pearls, coffee, tobacco, spices, pipe sticks, and Indian 
muslins. 

" To Syria and Anatolia : Are forwarded silk, tobacco, 
shawls, gall-nuts, coffee, stuffs, and drugs. 

ee To Persia : Diamonds, rubies, emeralds, pearls, Euro- 
pean stuffs, brought over the desert from Aleppo and 
Damascus : also Aleppo cloths, coral, paper, jewellery, 
cochineal and indigo. 

" To Arabia ajsd India : Silver, gold, copper, dates, 
horses, and oil of naphtha for painting. 

" Thus it appears that imports continue to a considerable 



183 



extent notwithstanding all the difficulties and distance b}^ 
which they are transported with caravans, and as there are 
pretty ample returns, it is evident that if ever the noble 
stream should be used instead of a caravan transport, there 
will be an increase and consumption proportionate to the 
comparative cheapness of the supplies, and the great facilities 
offered for placing depots, by water, at every convenient 
spot : this done, a few years will most likely see the Arab's 
wants increased to something like those of other people ; and 
in making larger purchases, they will discover how to re- 
imburse the expense, by cultivated cotton, grain, wool, &c, 
more extensively than they now do." 

" It is worthy of the consideration of government, whether 
the proposed attempt should not be made, not only with a 
view to Mesopotamia chiefly, but the trade of Persia, now 
carried from Bushire to Erzeroum, more than 2,000 miles ; 
whereas by attending to Erzeroum as one great centre, de- 
pendent on Trebizond and the outlets of the Euphrates and 
Karoon, we shall increase it prodigiously ; and command the 
profits, which if neglected will flow into the coffers at Tiflis; 
where they are building extensive manufactories expressly 
to force goods into Persia, and attract its trade towards 
Pussia." 

" With this power and her persevering endeavours to grasp 
at commerce, we can also compete, as regards Persia, by 
another line, viz., that of the Indus."* 

The official returns of the existing commerce to Mesopo- 
tamia, demonstrate that there is a promising field for com- 
mercial enterprise. f 

* Report of Captain Chesney in 1832, addressed to Sir Strafford 
Canning, G.C.B., Ambassador at Constantinople. 

t See pp. 672— 6S6, Vol. II. of the Expedition to the Euphrates and 
Tigris, by General Chesney; and recent Returns published by the Board 
of Trade. 



184 



In the statistics of the ancient and modern commerce of 
these countries, contained in the volume of General 
Chesney's work, on the Euphrates Expedition, will be found 
ample materials for the satisfaction of our merchants, as to a 
certain rapid and extensive increase of their operations, and 
more especially the Consular Returns, recently published by 
the Board of Trade. 

The trade of Turkey-in-Europe, Asia Minor, Mesopo- 
tamia, and all along the proposed line to Bussorah, is of 
great importance, and only requires a ready means of transit 
for its rapid development. The success of the English and 
Austrian Steam Companies on the line between Constanti- 
nople, Smyrna, and the coast of Syria and Egypt, is a strong 
proof that the resources of these countries merely require an 
outlet. The Mahommedans are now quite alive to the im- 
portance of rapid locomotion — be it by railway or steamers. 
The tedious mode of transit by caravan is nearly at an end, 
whenever a quick mode of transport is available. 

The countries to be traversed by the railway are rich in 
minerals, but have as yet been only partially explored with a 
view to their development. 

This enterprise possesses in the opinion of those personally 
acquainted with the country and its resources all the elements 
of a highly remunerative character. 

1st. — From the country presenting great facilities for the 
construction of a railway, being a succession of extensive 
plains traversed by low hills, between Antioch and Aleppo, 
and from Aleppo to Ja'ber Castle, a distance of thirty-nine 
miles, a perfect level. 

2nd. — From the neighbouring mines of Marash having 
supplied iron of excellent quality to the Euphrates expedi- 
tion. From an inexhaustible supply of timber of the finest 
quality for building purposes, sleepers, &c, being obtainable 
from the forests near the old Port (Seleucia) and Scande- 
roon, and from there being also large quarries of stone on 



185 



different parts of the line, with an abundant supply of bitu- 
men and timber for fuel. 

3rd. — From the first section of the line being of moderate 
length, and complete in itself, having a port on the Medi- 
terranean at one end, and a terminus on the Euphrates at the 
other. 

4th.— From the line from Seleucia to Ja'ber Castle, form- 
ing of necessity the most important portion of any system of 
improved transit, which shall follow the course of the valleys 
of the Euphrates and Tigris. 

5th.— From the country below Ja'ber Castle to the head of 
the Persian Gulf affording every facility for the extension of 
the railway. 

6th. — From the clearly proved statistical returns of the 
former trade and commerce of the country, its vast natural 
resources and manufactures, and the extensive transit trade 
which was formerly carried on between China, India, 
Persia, Armenia and Arabia with Europe, and especially 
with Great Britain, which has been greatly diminished by 
political causes, but which would speedily be revived, and 
from the conviction that the commerce of Great Britain with 
Central Asia, China, &c, instead of seeking, as at present, a 
costly and circuitous route by the Volga and the Caspian, 
would return to its natural, its more direct, and its most 
ancient channel. 

From the obvious political and commercial importance of 
this, the most direct route to our Indian possessions, the 
Directors have reason to believe that they will receive from 
Her Majesty's Government, and the Honourable East India 
Company that countenance and co-operation, which is 
essential to the carrying out, with success, a means of com- 
munication which would reduce the time occupied in the 
journey by nearly one-half between this country and its 
empire in the East. 



186 



From W. P. Andrew, Esq., to His Excellency, Viscount 
Stratford de Redcliffe, G.C.B. 

Gresham House, Old Broad Street, 

London, 28th Feb. 1856. 

My Lord, 

Having for many years turned my attention to im- 
proving the means of transit in eastern countries, especially 
with the view to promote the political and commercial rela- 
tions of England with her Indian possessions, and as the 
proposition I have now the honour to suhm.it for opening a 
communication between the Mediterranean and Persian 
Gulf by that ancient channel of commerce, the Valley of the 
Euphrates, has, I have reason to believe, met in some degree 
with your approval, I am now requested by the gentlemen 
with whom I have the honour to be associated, respectfully 
to submit for your Excellency's consideration the documents 
noted in the margin having reference thereto. 
1.— Prospectus 2. The documents Nos. 1 and 2 have been carefully revised 
oftheEuphrates by those well known authorities, General Chesney and 
Route to India. Captain Lync ^ C.B., I.N., and others, and are approved of 
of^werTand by Lord Glenelg and Sir Henry Rawlinson, the last-men- 
ferre^frthe" - tioned gentleman promising to join the direction so soon as 
Firman granted resignation of Consul- General in Turkish Arabia has 

by the bulohme o 

Porte in 1834. accepted, affording me in the meantime the advantage 

3 r", Pr 2 s ? e f us of his advice and co-operation. 

oftheScmde 1 

Railway. 3. I am now acting in concert with the Indian authorities 

4. — Prospectus [ n connecting bv means of a railway the Arabian Sea with the 

of the Pernam- ° J J 

buco Railway. Indus above the Delta, and shortly expect to continue the 

5. — Letter from transit by means of steamers of improved construction on the 

John Kennedy, J 

Esq., of Aleppo Indus, aided by railways where the navigation becomes de- 

toW. P. Andrew, . J . 

Esq. fective to Lahore and Amritser. 

4. In this way a comprehensive system of steam transit is 



187 



being gradually introduced into the long neglected but mag- 
nificent valley of the Indus, and the proposition for connect- 
ing the Mediterranean Sea with the Euphrates and Persian 
Gulf resembles in some respects what is being carried out 
upon the Indus. 

5. The prospectus marked No. 1 has been printed solely 
with the view to facilitate perusal. It describes the proposi- 
tion for connecting the Mediterranean and Persian Gulf as 
approved of by the eminent and scientific gentlemen who 
surveyed the country, and are practically acquainted with 
its people and resources, and contains the names of those 
gentlemen who have honoured me by their confidence and 
co-operation. 

6. The memorandum marked No. 2, proposing extension of 
Firman, contains an outline of the terms and conditions which 
we think would be necessary to raise the requisite capital. 

7. f The terms and conditions are very similar to those 
granted by the East India Company, to Indian railways, and 
by Austria, the Brazils, and other states to similar under- 
takings. 

8. The papers marked Nos. 3 and 4 are prospectuses 
founded on such arrangement with the East India Company, 
and with the Brazils, and are enclosed for your Excellency's 
perusal. 

9. For obvious reasons it appears desirable that the manage- 
ment of the Euphrates Valley route should be in the hands 
of Englishmen, yet from the vast political and commercial 
results which would flow from the opening of this route all 
civilized nations must feel an interest in its success, and 
every opportunity will be afforded to the allies of Turkey 
and England to co-operate in the enterprise, by raising a 
portion of the capital should they desire to do so. 

10. Your Excellency is doubtless aware that a proposition 
for the introduction of improved means of communication by 
the Euphrates Valley route was referred to a commission, com- 



188 



posed of several of the Ministers of State and other digni- 
taries of the Sublime Porte in 1852, and that there is reason 
to believe that every member of that commission was in 
favour of the project, although from political and other 
causes the commission was dissolved before they had com- 
pleted their official report. 

11. The government authorities in Scinde and on the 
western side of India are most anxious for the early accom- 
plishment of the project under reference. 

1£. I am aware that your Excellency has for many years 
taken a warm interest in a design calculated to benefit in no 
ordinary degree the Sultan's dominions, comprising some of the 
most interesting countries in the world, and opening thereby 
new outlets for the manufactures of Great Britain, facilitating 
at the same time her communication with her Indian Empire. 

I confide, therefore, the proposition contained in the accom- 
panying papers to your Excellency's enlightened considera- 
tion, and earnestly solicit your countenance and co-operation, 
should it be so fortunate as to meet with your approval, so 
far as is consistent with your Excellency's distinguished 
official position. 

I have the honour to be, &c. 

(Signed) W. P. Andrew. 

Chairman of the Board of Directors. 
His Excellency, Lord Viscount 

Stratford de Pedcliffe, G.C.B., 

&c, &c, &c. 
P.S. Since the preceding letter was written an interesting 
communication has been received by me from Mr. Kennedy 
of Aleppo regarding the existing state of the trade of Syria, 
copy of which is enclosed for your Excellency's information. 
I have the honour to be, &c. 

(Signed) W. P. Andrew. 

London, 6th March, 1856. 



189 



From Major General Chesney, R.A., &c. &c, to the Right 
Honourable The Earl of Clarendon, K.G. 

B ally ar die by Neivry, 

Ireland , bth March, 1856. 

My Lord, 

With reference to several communications from the 
Foreign Office, more particularly a letter from Mr. Ham- 
mond, dated 30th December, 1854, stating "that her Majesty's 
Government are not prepared to entertain the project of 
Messrs. Spartali and Lascaradi for extending the trade of 
this country through Syria to Persia and India, but if any 
parties with whom you may have been in communication, 
should submit through Lord Clarendon to her Majesty's 
Government a practical proposal for establishing a mail com- 
munication with Bombay, via Trieste and Syria, and the 
river Euphrates, in the mode pointed out in your letter of 
the 30th ult., it will be duly taken into consideration." 

I have now the honour of submitting to your Lordship letter to Lord 

°. J 5 Stratford de 

the prospectus of a company which is being formed for this Redciiffe with 

enclosures 

purpose, together with an explanatory letter, and outline of dated 28th Feb. 

the Concessions. 1.— Prospectus 

Since the commencement of a similar undertaking along of the Euphrates 
the banks of the Indus, it has been evident that striking route t0 
advantages must result from an extension of this undertaking, 2— Extension 
so as to approach nearer to the shores of Great Britain, by privileges con- 
including the line through Arabia, and Mr. Andrew, the ^man granted 
Chairman of the Company, who is well known by his sue- por^i^issT. 6 
cessful exertions in the East, is the chief promoter of the 3.— Prospectus 

* of the Scinde 

great enterprise, which seems to deserve, and it is hoped Railway, 
will receive, your Lordship's energetic support. oTthe^ernam- 
The basis of the plan is the construction of a railway g^^e^from 
across Northern Syria to the Upper Euphrates, and for the Mr. Kennedy of 

J m .7 Aleppo to W. 

present the navigation of this river from thence to the Per- p Andrew, Esq-. 

. . . dated 12th Feb. 

sian Gulf. Eventually, the railway is to be carried the whole 1856. 



190 



way to the shores of the latter, and this when completed, as 
it is hoped it will be in about five years, will be the means of 
conveying mails and passengers between England and India 
in thirteen days and a half. 

In countries where the present is " almost invariably sacri- 
ficed, and every kind of exertion is utterly opposed to the 
habits and desires of the people, an undertaking of this kind 
must experience extraordinary, although it is to be hoped 
not by any means insuperable, difficulties. My experience 
in eastern countries gives me the firm belief, that these can 
and will be overcome, and that if the attempt to do so is 
made with the usual energy of our countrymen, and with the 
cordial support of Government, a second route to India will 
be successfully opened, and this with the accessory of a 
greatly extended commerce. 

It is quite unnecessary for me to trespass upon your 
Lordship's time, by going at any length into a question al- 
ready familiar to your mind, but I may briefly observe that 
the line through Arabia differs essentially from that which 
traverses the mountainous region between Trebizond and 
Erzeroum, or even the more practicable caravan route on- 
ward into Persia. 

A letter of the 12th ult. from Mr. Kennedy, of Aleppo, 
shews that the imports by way of Alexandretta for 1855, 
amounted in round numbers to one and a quarter million 
sterling, and the exports from thence for the same period, 
to one million sterling, more than one-third of both these 
amounts being in British bottoms. This, of itself, is very en- 
couraging to an undertaking like the present, but it becomes 
still more so if reference be made to the fact stated by Mr. 
Werry in 1837 and 1838, that the presence of the Eu- 
phrates expedition, by causing more confidence, greatly 
increased commerce for the time being. 

Looking therefore to this fact, as regards the past as well 



191 



as tlie existing trade, under numerous disadvantages, there 
can scarcely be a doubt that increased facilities (were they 
only the construction of ordinary roads) would make Aleppo 
a great emporium, and being largely and cheaply supplied it 
will become the centre of various lines of eastern trade. By 
one of these goods will pass into Asia Minor, through Dyar- 
bekr. A second will be from Bagdad into Kurdistan and 
Azerbaijan ; a third will pass along the river Karun and enter 
Southern Persia; a fourth will reach the Indus and Central 
Asia. 

In addition to these unquestionable advantages to Great 
Britain, still greater must still accrue to Turkey, by the im- 
provement of her people and the development of her latent 
resources, which in this case will assuredly take place to an 
extent that must greatly raise the Turkish people in the scale 
of nations. 

But more extensive commerce, and greater facilities of 
mail and passenger communication between England and 
India are but a part of the benefits which your Lordship may 
expect from the proposed undertaking. 

I presume that the use of electric wires must form a part 
even of a preliminary opening of the line in question, and I 
think it will be easy to shew that the 660 miles across Arabia 
offer great facilities for this kind of communication, which 
when perfected under proper arrangements with the Arabs, 
will give us a communication to and from India in the short 
space of eighteen or twenty hours. 

I have the honour to be, &c, 

(Signed) F. R. Chesney. 

Major General . 

The Right Honourable 

The Earl of Clarendon, K.G., & G.C.B., 

Secretary of State, &c, &c., &c. 



192 



From W. P. Andrew, Esq., and Major General Chesney 
to His Excellency M. Mttsurus. 

Son Excellence M. Musurus, 

Ambassadeur de la Sublime Porte. 

Votre Excellence, 

Nous avons l'honneur de subir pour 1' information 
de votre Excellence, et d'apres le desir des Messieurs avec 
lesquels nous sommes associes, les documents ci-inclus, et 
notes en marge, ayant rapport a la formation d'une Compag- 

.A. T,.cttrc si 

Lord Stratford nie, pour etablir une communication entre la Mediterrannee et 
ave^ses^ciuses, l e Golfe Persique, via l'Oronte et l'Euplirate, par un chemin 
I!— Prospectus ^ ex > de Seleucie et le Chateau de Jaber sur l'Euphrate, 
de ia C SeSns et ^ e ^ P ar bateaux-a-vapeur, sur cette riviere au Golfe 
S"!^ Persique. 

Vallee de l Eu- J- 

phrate. Duplicats des ces papiers ont etes transmis au Gou- 

2.— Extension r r r 

des pouvoirs et vernement Anglais et a Lord Stratford de RedclifFe a 

des privileges 

conferes dans Constantinople. 

troyepariaSub- Votre Excellence connait bien que la practicabilite de la 
1834. ° rte ' eD route proposee, a ete decider depuis long temps, par l'expe- 
du^hemfn e< de S dition commande par le General Chesney, et que des recher- 
4 e L?prospectus cnes scientiflques faites depuis ont conflrmer la verite du 
fer deTeraam- j u g ement passe par le General Chesney, et les omciers^ dis- 
5 UC0 ; ^ J tingues sous ses ordres. 

5 Lettre de & 

m. Kennedy a Votre Excellence connait sans doute les travaux assideux 

Aleppo, a M.W. 

p. Andrew. et habiles de feu le Dr. James Bowen Thompson pour pro- 
Lord Clarendon, duire raccomplissement des grands buts contemples par 
l'avancement du commerce dans les plaines tres faciles a fer- 
tiliser de l'Euphrate et du Tigre, et obtenir pour la proposi- 
tion qui vous est referee dans les papiers qui accompagnent, 
^approbation favorable du Gouvernement Anglais, et de la 
Sublime Porte, ainsi qu'il y'a raison de le croire, celle de sa 
Majeste Imperiale le Sultan. 

En addressant votre Excellence sur une entreprise cal- 



193 



culee a developper les resources et affermir le pouvoir du 
Sultan dans ses dominions Vendues, nous vous confions dans 
les vues eclaires de votre Excellence, et sentons qu'aucun 
argument n'est necessaire pour recommander cette entre- 
prise a votre attention, etnous esperons que votre Excellence 
prendra une occasion de parler en faveur de ce projet en 
question, . pour la prochaine consideration de la Sublime 
Porte. 

En attendant nous recevrons avec remerciements aucun 
avis ou co-operation, que votre Excellence daignera bien 
nous donner. 

Nous regrettons que votre absence a empecher que nous 
puissions solliciter l'honneur d'un entrevue, pour pouvoir 
placer personellement dans les mains de votre Excellence, 
les documents accompagnants. 

Nous avons l'bonneur de supplier 

Votre Excellence avec profond respect, 
Que nous avons l'honneur d'etre, 
Votre tres bumbles et tres obeissants serviteurs, 
Ingenieur en Chef President 
pour les Consultes. du Couseil des Directeurs. 

(Signe) F. P. Chesney, (Signe) W. P. Andrew. 

Major-General, 

Oresham House, Old Broad Street, 

London, 12th March, 1856. 



o 



194 



From W. P. Andrew, Esq., Chairman of the Euphrates 
Valley Railway Company, to the Chairman, Deputy 
Chairman and Court of Directors of the Honourable 
East India Company. 

Gresham House, Old Broad Street, 

17th March, 1856. 

Gentlemen, 

I have have the honour at the request of General 
Chesney, and the other gentlemen associated with that dis- 

X. Letter from tinguished and scientific officer, and myself, to transmit for 

Gen^Chesney to information of the Honourable Court the enclosed docu- 
Maroh a i856? th ments noted in the margin, relating to a proposal for esta- 
b — Letterfrom hlishing a communication between the Mediterranean sea 
?h?E^r?o?cil° an( ^ t ^ Le P ers i an Gulf, via the Euphrates, and with the yiew 
rendon, dated that tfie documents may be forwarded to H. M. Government, 

5th March, 1856. ... 

c— Letter to snou ^^ tne proposition meet with the approval and con- 
Lord Stratford currence of the Court. 

de RedcliiFe 

from w. p. An- 2. The importance to this country? to Turkey, and to India, 

drew, Esq., . . J 

dated 28th Feb., of establishing a mail and passenger line of communication 
closures, viz. : by the Yalley of the Euphrates, has long been apparent to 

1. _Prospectus the Honourable Court. 

of the Euphrates 

3. By this route the actual distance between England and 
Sdlaf r ° Ute t0 India, will be shortened by from 1,000 to 1,500 miles ; and 

2. — Extension when the first comparatively short section of the line is 
privileges con- °P ene <^ the time occupied would be reduced by one third, 
Fi^man^anted anc *- wnen tne railway is completed from Seleucia to Bussorah, 
by the sublime a distance of 660 miles, Kurrachee or Bombay would be 

Porte m 1834. . 3 J 

a _ reached in less than half the time now occupied. 

3. — Prospectus * 

of scinde Rail- 4. It is proposed to secure a concession of the land, and a 

way. i 

guarantee on the capital necessary from the Sublime Porte, 

4. — Prospectus . ... 

of Pemambuco and other privileges (see enclosure No. 2,) subject to the 

It3.ilw£iy «i 

sanction and approval of H. M. Government for the con- 

5— Letter from . x f 

John Kennedy, struction of a railway, 80 miles in length, from Seleucia, in 
tow'.p. Andrew, the Bay of Antioch to Jaber Castle on the Euphrates, below 

Esq., dated 12th , . , . , . . - , . . , 

Feb., 1856. which point the navigation of the river is permanently open ; 



195 



the railway gradually to be carried down the Valley of the d. — Letter to 
Euphrates to Bussorah, at the head of the Persian Gulf; but from^eTches- 
in the first instance the transit would be effected by steamers Andrew,^Esq P ,' 
of light draught between Ja'ber Castle and Bussorah. March! 1856. 

5. A reference to General Chesney's letter to the Earl of 
Clarendon (see enclosure B,) will show that in addition to 
postal and passenger traffic, he desires to establish telegraphic 
communication by the Euphrates Valley route. 

6. It may be satisfactory to state, that General Chesney, 
and the officers who served under him in the Euphrates expe- 
dition, and others who have recently returned from Turkish 
Arabia and Syria, feel assured that there will be no difficulty 
in arranging with the Arabs, and other natives of those coun- 
tries for the protection of the railway, the telegraph, or any 
other works that may be constructed. 

7. Should it be decided upon to carry the telegraphic wire 
along the Valley of the Euphrates and the Persian Gulf, to 
meet at Kurrachee, the Indian system of electric communica- 
tion, already, or about to be established, the Mediterranean and 
Indian Telegraph Company, who have secured the monoply 
of this kind of communication through Sardinia and Erance 
and the Submarine Telegraph Company, will be prepared, 
there is reason to believe, to co-operate, so as to complete the 
communication between India and this country. 

8. This route would restore commerce between the East and 
the West, to its most direct and most ancient channel, while 
it would give back to the husbandman the once highly pro- 
ductive, but long neglected plains of the Euphrates and 
Tigris, and open up new outlets for the products of British 
industry, at the same time developing the resources of, while 
consolidating the power of the Sultan in his Asiatic 
dominions. 

9. The powerful effect that this measure would have in 
promoting civilization and enlightenment in, probably, the 
most ancient and interesting countries in the world, and the 



196 



additional ascendancy in the East, that would be secured 
thereby to this country, will have their due weight with 
the Hon. Court. 

10. The proposition under reference, being calculated to 
have a powerful influence on the future progress, and well 
being of the magnificent empire confided to the charge of 
the Honourable Court, especially, and more immediately 
those recently acquired and most important territories 
watered by the Indus and its tributaries, it is hoped that it 
may be their pleasure to extend such an amount of counte- 
nance and support as they may feel justified in doing in 
transmitting the papers to H. M. Government. 

I have honour to be, &c, 

(Signed) W. P. Andrew, 

Chairman of the Board of Directors. 

To the Chairman, Deputy Chairman, 
and Court of Directors of 

The Hon. East India Company. 



From the Eight Honourable The Earl of Shelburne to 
W. P. Andrew, Esq. 

Foreign Office, August 19th, 1856. 

Sir, 

I am directed by the Earl of Clarendon to state 
to you, that with a view to enable his Lordship to furnish 
Viscount Stratford de Pedcliffe with instructions as to the 
support to be afforded to Major General Chesney and the 
Company which he represents, Lord Clarendon would be 
glad to receive from you precise statements and particulars 
as to the proposed Euphrates Railway, and as to the assist- 
ance which can be afforded by her Majesty's Ambassador. 

I am, Sir, 
Your most obedient humble Servant, 

(Signed) Shelburne. 

W. P. Andrew, Esq. 

26, Montague Square. 



197 



From W. P. Andrew, Esq., to the Right Honourable The 
Earl of Shelburne. 

Euphrates Valley Bailway Company Limited 

Gresham House, Old Broad Street, 

26t7i August, 1856. 

My Lord, 

I have the honour to acknowledge the receipt of 
your letter of the 19th inst., requesting me to communicate 
for the information of the Earl of Clarendon, precise state- 
ments and particulars regarding the Euphrates Valley Rail- 
way Company, to enable his Lordship to give instructions to 
Viscount Stratford de Redcliffe to support Major General 
Chesney on his mission to Constantinople, as the representa- 
tive of the Euphrates Valley Railway Company. 

2. In reply I beg to state, that the objects contemplated 
by this Company are shortly as follows.: 

S. This Company is established to connect the Mediter- 
ranean and the Persian Gulf, by a Railway from the ancient 
port of Seleucia by Antioch and Aleppo, to Ja'ber Castle on 
the Euphrates, of eighty miles in length, and afterwards 
from thence by other towns to Bagdad, and on to the head of 
the Persian Gulf. Thence by steamers, communication will 
be established with all parts of India. 

4. The effect of the proposed contract to be entered into 
between the Sublime Porte, and this Company will be, that 
the Ottoman Government guarantee a minimum dividend on 
the Capital required at 6 per cent, per annum for ninety- 
nine years, with power to raise capital for steamers at a rate 
to be hereafter determined. 

5. The Ottoman Government grant a lease of the land 
necessary for the railway and works for ninety-nine years 
free of charge. 



198 



6. On the opening of the line, all nett profits exceeding 
the rate of dividend guaranteed are to go to the Ottoman 
Government, in liquidation of the dividends they have 
advanced. When this advance is repaid, the entire surplus 
goes to the Shareholders. 

7. At the expiration of ninety-nine years, the land with 
the railway and works pertaining thereto, will become the 
property of the Ottoman Government, who will at the same 
time purchase the rolling stock at a valuation to be settled 
by arbitration. 

8. The Ottoman Government guarantee the Company 
against all competition from works of a similar character — 
and grant the right of land, woods, forests and quarries, the 
property of the State at a certain distance at each side of 
the line. 

9. The preliminaries for a concession on the above basis 
were mutually agreed to by His Highness Aali Pasha, Grand 
Vizier when in this country, and M. Musurus with General 
Chesney and myself ; His Highness referring me as the Chair- 
man of the Company to M. Musurus for the settlement of the 
details, and requesting me on his departure from England to 
send an Agent to represent this Company at Constantinople, 
having full power to give effect to the preliminary agree- 
ment, so that the Firman might be issued giving the formal 
and official sanction of the Sublime Porte to the concession 
and guarantee. 

10. The Directors of this Company have selected General 
Chesney, their consulting Engineer, for this mission, feeling 
that from his intimate acquaintance with Turkey and its 
people, and from his high and honourable character, he is 
peculiarly qualified to conclude arrangements begun and 
carried thus far under the most promising auspices. 

11. The Major General will be accompanied and aided in 
his mission to Constantinople, and the subsequent survey 



199 



in Syria, by the celebrated Engineer, Sir John Macneill, and 
takes his departure on the 1st proximo. 

12. On the 17th of March last, by desire of the Chairman 
of the Honourable East India Company, I forwarded to Lord 
Clarendon, through the Honourable Court and the Board 
of Control, a letter addressed to Lord Stratford de RedclifFe, 
with enclosures containing full particulars connected with 
the Euphrates route to India, and begging his Lordship to 
exert on behalf of the effort that was being made to establish 
a communication between this country and India, via the 
Euphrates, his great and just influence with the Turkish 
Government, to facilitate the negotiations for the Firman, 
so far as was consistent with his Excellency's distinguished 
official position. 

13. I have reason to believe, that Lord Stratford de 
RedclifTe has long regarded with much interest, the esta- 
blishment by Englishmen of the proposed direct route to 
India, so calculated to promote the prosperity, safety, and 
consolidation of the Sultan's Asiatic dominions, being at the 
same time of inestimable importance to the policy and power 
of this country. 

14. I have therefore only in conclusion, to request that Lord 
Clarendon would be good enough to state to Lord Stratford, 
the same approval and concurrence in the objects contem- 
plated by this Company, he was pleased to express verbally 
when I was honoured with an interview, and suggest to 
the Ambassador, the recognition by his Excellency of the 
mission of General Chesney, as one worthy of his counte- 
nance and furtherance. 

I have the honour to be, &c, 
(Signed) W. P. Andrew, 

Chairman of the Euphrates Valley Railway Company. 

The Right Honourable 
The Earl of Shelburne, 

&c. &c. &c. 



200 



From W. P. Andrew, Esq., to Major General Chesney, 
R.A., &c, Commissioner for the Euphrates Valley 
Railway Company, to the Sublime Porte. 

Euphrates Valley Hailvjay Company Limited, 
Gresham House, Old Broad Street, 

London, 28th August, 1856. 

Sir, 

As you have been appointed by a Resolution of the 
Board of this Company to proceed as Commissioner to Con- 
stantinople, in company with Sir John Macneill, the engineer 
•in chief of the Euphrates Valley Railway Company, to re- 
present the interests of that Company at the Sublime Porte, 
the Board of Directors have requested me to express their 
wish that it be understood that you proceed to the Turkish 
capital by whatever route you may deem most advisable, and 
that when there, you will use your utmost diligence in pro- 
curing the firman and concession, as also the guarantee of 6 
per cent, upon the capital of the Company, according to the 
details given in the Prospectus, and held out by His 
Highness Aali Pacha, and His Excellency M. Musurus, the 
Turkish ambassador, and in conformity with the formal 
document appointing you to act as Commissioner on this 
behalf. 

2. The Board of Directors feel assured from communications 
that have been held with the Earl of Clarendon, Her Majesty's 
Minister for Foreign Affairs, that you will receive every 
assistance in these negotiations from Viscount Stratford de 
Redcliffe, Her Majesty's ambassador at the Sublime Porte. 

S. It is the wish of the Board that you should keep his 
Excellency informed, by demi-official communications, of 
everthing of importance connected with your mission at 
Constantinople, and during the subsequent survey in Syria. 



201 



But as His Highness Aali Pacha expressed his distinct 
wishes, when he was in this country, both to the Chairman 
of the Board and to the Turkish Ambassador, that the 
negotiations should be carried out simply between the Com- 
pany and himself, the Grand Vizier, as having reference to 
matters of a public and non-political character, the Board of 
Directors deem it to be advisable to attend to such expressed 
wishes, so far that the interference of the British Ambassador 
need not be had recourse to, except in case of difficulties 
arising in carrying out the proposed negotiations. 

4. With reference to that portion of the formal agreement 
to be entered into with the Porte, as to the guarantee of the 
Turkish government of 6 per cent, dividend on the capital 
required for the railway, and of a certain amount of divi- 
dend to be hereafter arranged, on the capital for steamers, 
you will use every effort to procure a charge over the re- 
venues of Alexandretta, or the Pashalic of Aleppo or 
Bagdad, for the due payment of the dividend guaranteed by 
the Porte, in the same manner as the payment of the interest 
on the six per cent. Turkish loan is assured by a lien on the 
tribute of Egypt. 

5. The preliminaries and basis of concession, and gua- 
rantee having been fully arranged with His Highness Aali 
Pasha, the Grand Vizier, should any delay occur in obtaining 
the filling up of the necessary legal forms, you will be pleased 
to make over the carrying out of the details to Mr. Francis 
Horsley Pobinson, one of the directors of this Company, and 
Mr. William Ainsworth, who are about to proceed on a 
mission to Constantinople, to represent the interests of the 
European and Indian Junction Telegraph Company, at the 
Sublime Porte : and you will then proceed in company with 
Sir John Macneill to join the staff of engineers at Seleucia, 
where you will make the necessary arrangements for deter- 
mining a temporary suitable place, for the disembarkment of 



202 

materials, soon after which, to facilitate your arrangements, 
you will communicate with Mr. Kennedy and M. Picciotto, 
at Aleppo, who haye been appointed to circulate the pros- 
pectus, and receive applications for shares. The former 
gentleman is ready to afford much information and assistance. 

6. My colleagues, and myself, are well aware of the diffi- 
culties in the way of establishing in an efficient manner the 
great work in which we have embarked, but no great work 
was ever achieved without difficulty, and they never thought, 
and do not think now, that an undertaking which affects in 
the most immediate and powerful manner the interests, the 
relations, and the hopes of so many nations, can be an ex- 
ception to the general rule. 

7. No one knows better than yourself, from your extensive 
and varied experience in the countries proposed to be laid 
open to civilization and commerce, that the route proposed 
to be traversed from Seleucia on the Mediterranean to Bus- 
sorah, at the head of the Persian Gulf, is so singularly free 
from physical obstructions throughout the length of the 
entire valley, that it seems designed by Providence, as 
the natural, as it is the most direct, highway for the inter- 
communication of the nations of the East with those of the 
West. 

8. The difficulties referred to are moral and political, arising 
from the unsettled state of those countries, and the habits of the 
nomade tribes, but the testimony of yourself and the officers 
of the expedition under your command, as well as that of Sir 
Henry Rawlinson, Mr. Layard, Mr. Ainsworth, Captain 
C. D. Campbell, I. N., and other recent travellers, leave no 
doubt these difficulties only require to be surmounted, a con- 
ciliatory conduct, and disturbing as little as possible existing 
rights of pasture, and the usages of the country, and seeing 
that compensation was made wherever they were infringed ; 
by, in short, identifying the Sheiks and their people with the 



203 



enterprise, so as to give them a material interest in its per- 
manency and security. 

9. You are well aware that to accomplish the great ohject 
of a rapid communication with India, the construction of a 
safe harbour on the shores of the Mediterranean is indispen- 
sable, from which a line of railway may be carried to the 
upper Euphrates — Alexandretta would offer such a harbour, 
almost without expense, but it is believed that the Beilan 
Hills, unless it were possible to turn them by a coast line 
towards Seleucia and the Orontes, are almost impracticable 
for a railway, and that it will therefore be necessary to direct 
your attention in an especial manner to the ancient Port of 
Seleucia, which has been surveyed and favourably reported 
upon by yourself and Captain Allen, P.N. 

10, It should not, however, be forgotten, that the Port of 
Alexandretta (which according to Sir John Pranklin, Admiral 
Beaufort and others, would contain the whole navy of Great 
Britain,) would give the shortest line to Castle Ja'ber, if the 
engineering difficulties could by any means be overcome — and 
as the objection of its unhealthiness would be removed by 
placing the station on a salubrious spot seven miles from the 
shore, it seems desirable that it should undergo further ex- 
amination, and that the selection of the harbour should be 
considered an open question until this has been done, since 
the journey to Syria is undertaken at a heavy expense, for 
the express and paramount objects of choosing the best place 
for a commercial port, and the best line for a railway com- 
munication from thence to the shores of the Persian Gulf. 
We already know that the Upper Euphrates may be reached 
with a railway from the Bay of Antioch, either by a line 
passing northward of Aleppo, or by another southward of 
that city. The former would be chiefly by the line of levels 
laid down during the Euphrates expedition : the other would 
follow the river Orontes for some distance, and afterwards 



204 



proceed by Bercea, (which is some miles south, of Aleppo,) to 
Ja'ber Castle. It is pretty certain that neither of these routes 
would present any serious engineering difficulty ; but what 
we do not know is the comparative expense and time in- 
volved in removing rocks near the Orontes in the one case, and 
the cuttings that may be necessary in the other. Fortunately, 
your local acquaintance with the country, and the extensive 
practical knowledge of Sir John Macneill, will afford the 
means of determining with certainty the relative advantages 
of the two lines. 

11. There is apparently no opportunity of landing nearer 
to the Orontes than either at Beirout, some distance south- 
ward, or at Scanderoon, a little to the northward. The 
Austrian steamer touches at the latter port, and by previous 
arrangements about horses, you can go through the Beilan 
Pass, and thence to Suedia. After deciding by these means, 
not only the best position for the harbour, but what is 
scarcely of less moment, a suitable temporary landing-place, 
on which much depends, since the Bay of Antioch is an open 
anchorage — your attention will then be directed to the exa- 
mination of the two routes in question. 

12. You will then, assisted by the advice and counsel of 
Sir John Macneill, mark out the line of country to be de- 
finitively surveyed for the purpose of a railway between 
that place and the neighbourhood of Antioch, whether on the 
right or left bank of the Orontes. 

13. You will afterwards proceed in the same manner to 
indicate the most advantageous line of route to be surveyed 
from Antioch, onward, so as to pass as close to Aleppo as 
the high ground will permit, and thence to J a'ber Castle on 
the Euphrates. 

] 4. In doing this you will be partially guided by the 
results obtained by the line of levels carried under your 
direction as Commander of the Euphrates Expedition, across 



205 



the plain of Umf, by Jindaries, and striking eastward to 
Beles and Ja'ber, by a line which will pass as near as pos- 
sible to the northern side of Aleppo. 

15. You will, however, more particularly direct your at- 
tention to the ordinary route by the valley of the rivulets 
of Herein and Amguli, and the district of Danah to the 
southern side of Aleppo, but at the same time your are not 
to lose sight of the fact, that in case any great engineering 
difficulties should occur in such direct line, that several 
openings present themselves in the range of hills which 
border the upper valley of the Orontes to the east, by 
which the Euphrates could be reached by a line south of 
Aleppo. 

16. From Aleppo eastwards you will have to determine 
whether it will be most advisable to follow the route direct 
to the Euphrates at Balis, or Beles, and then keep along the 
valley of this river to Ja'ber Castle, or to cross the country 
in a direct line to the latter place, or rather to a spot on the 
Euphrates opposite to that castle. But it is presumed that 
all these points will have been determined by the journey as 
proposed,] by one route, and returning the other. But any- 
thing further that yourself or Sir John M acneill may deem 
it advisable to do for the company, either further along the 
Yalley of the Euphrates, or in the country intervening be- 
tween that river and the Mediterranean, it will be desirable, 
that it shall be as far as possible accomplished, and the 
Board of Directors will fully appreciate any exertions and 
sacrifices you may make on behalf of the great and im- 
portant objects which you are deputed, with the aid and 
assistance of Sir John Macneill, to carry out. 

17. The Board approve of your desire to proceed to Syria, 
soon after opening negociations with the Porte, and pre- 
senting your credentials to Lord Stratford de Bedcliffe, con- 
ceiving it to be of the utmost importance for the furtherance 



206 



of the pending negociations to have the preliminary surveys 
proceeded with and completed with as little delay as possible. 

18. The Board therefore hope that there will be no 
necessity for your remaining at that city after the arrival of 
Mr. Robinson and Mr. Ainsworth, in the success of whose 
mission this Board takes a warm interest, and it is their 
particular wish that you afford these gentlemen every facility 
with the view to the attainment of the kindred objects con- 
templated by their mission and your own. 

19. I am further to request, that although Sir John 
Macneill is not formally associated with you, in your mission 
to the Porte, that you will in all your proceedings avail 
yourself of the advice and experience of that distinguished 
and scientific gentleman. 

20. The Ottoman Bank at Constantinople will honour 
your drafts for the necessary charges of the mission, and the 
engineering staff, and every effort will be made by this Board 
to promote the success of the important negociation with 
which you are intrusted. 

21. You will be good enough to report your proceedings 
weekly for the information of the Board, and furnish at the 
same time an account of the expenditure for yourself and 
Sir John Macneill and the engineering staff, retaining in 
your possession, until your return, any vouchers that you 
may receive. 

22. You will be good enough to communicate to Sir John 
Macneill the contents of this letter for his information and 
guidance. 

I have the honour to be, Sir, 

Your most obedient, humble Servant, 
(Signed) W. P. Andrew, 

Chairman. 

Majoe-Gejtebal Chesney, RA., D.C.L., F.R.S., & F.E.G-.S., 
&c, &c, &c. 

Commissioner of the 

Euphrates Valley Eaihoay Company to the Sublime Porte. 



207 



From "W.P. Andrew, Esq., to Sir John Macnetll, LL.D., 
F.R.S., &c, Engineer-in-Chief Euphrates Valley Rail- 
way Company. 

Euphrates Valley Railway Company, Limited. 

Gresham House, Old Broad Street, 

London, 28*7t August, 1856. 

Sir, 

As you are about to proceed to Syria as the Engi- 
neer-in-Chief of this Company, in concert with General 
Chesney and a competent staff of engineers, to make a preli- 
minary survey of the country between the Mediterranean and 
the Euphrates, with the view to the selection of a port on the 
Mediterranean, from which the railway should commence, 
and the exact point on the Euphrates on which the line 
should debouche, as well as to determine the exact route 
to be followed by the railway through the intervening 
country, I have the honour to enclose for your information 
and guidance copy of a letter of instructions, addressed by 
me to General Chesney, in his capacity of Commissioner 
of this Board to Constantinople and Syria. 

You will be good enough to consider General Chesney as 
the representative of this Board during his mission to Turkey, 
and make him the medium for any communication you may 
think proper to address to this Board. 

I have the honour to be, Sir, 

Your most obedient servant, 

(Signed) W. P. Andrew, 

Chairman. 

Sir John Macneill, LL.D., F.R.S., 

&c, &c, &c. 



208 



From E. Hammond, Esq., to W. P. Andrew, Esq. 

Foreign Office, 

September %9th, 1856. 

Sir, 

I am directed by the Earl of Clarendon, to transmit 
to you, as Chairman of the Euphrates Valley Railway 
Company, copies of two letters from Major General Chesney, 
respecting certain assistance which he requests from Her 
Majesty's Government, in support of the undertaking. I 
am also to enclose a copy of a reply which Lord Clarendon 
has caused to be addressed to General Chesney. 

I am at the same time to acquaint you that copies of your 
letter of the 26th of August, and of the instructions given by 
the Company to Major General Chesney, enclosed in your 
letter of the 3rd of September, have been sent to Viscount 
Stratford de Pedcliffe, with instructions to use his best 
efforts to assist this important undertaking. 

I am, &c, 
(Signed) E. Hammond. 

W. P. Andrew, Esq. 



209 



From W. P. Andrew, Esq., to Ralph Osborne, Esq., M.P. 

Euphrates Valley Railway Company Limited, 

Gresham House, Old Broad Street, 

London. 26th November, 1856. 

Sir, 

As the Chairman of the above Company, I have 
the honour to request that you will be good enough to express 
to the Right Honourable the Lords Commissioners of the 
Admiralty the best acknowledgments of this Board, for the 
great assistance rendered to Major General Chesney, the 
Commissioner of this Company, Sir John Macneill, and the 
Engineering Staff, on their recent mission to Syria, by Her 
Majesty's ship " Stromboli " having been placed at their 
disposal, during the prosecution of the survey in Syria of 
the first portion of the railway from the Mediterranean to 
the Persian Gulf. 

2. The facilities thus afforded have contributed most 
materially to the successful prosecution of the objects con- 
templated by the mission of General Chesney and Sir John 
Macneill, and the sincere thanks of this Board are due to 
His Excellency Lord Lyons, Naval Commander-in-Chief in 
the Mediterranean, not only for his great courtesy to these 
gentlemen, but for the promptitude with which he detached 
the " Stromboli," in furtherance of the important objects 
contemplated by them. 

3. Both General Chesney and Sir John Macneill speak 
in the strongest terms of the cordial reception experienced 
by them from Captain Burgess and the officers of the 
" Stromboli," and of their zealous and efficient assistance, 
wherever their services could be made available. 

I have the honour to be, Sir, 

Your most obedient humble Servant, 

(Signed) W. P. Andrew, 

Chairman of iJie 'Euphrates Valley Railway Company. 

Ralph Osborne, Esq., M.P., &c. 

Admiralty. p 



210 



A French Opinion as to the Comparative Political and 
Commercial Importance of the Route by the Rail- 
way by the Euphrates and that by the Suez Canal. 

Brief notice of the " Memoir" of M. Jules FalkowsM, C. E. 

The Indo-European Railway would have its point of de- 
parture from Suedia (ancient Seleucia Pieria), near the 
embouchure of the Orontes ; it would ascend the valley of 
the river, passing Antioch, and after traversing a range -of 
hills, called Halaka, by a tunnel of from four to five hundred 
metres (French yards) in length, it would direct itself by the 
plain of Aleppo and the valley of a little river called Abu 
Gal gal, as far as to the Euphrates, near Rajik, five leagues 
to the northwards of Balis. From Rajik the rail would 
follow the course of the Euphrates on the Mesopotamian 
side as far as to Felujah, whence, after having sent off a trunk 
to Bagdad, it would cross the river, and coursing along the 
actual dry bed of the ancient Pallacopas or Sjarri Zaade, it 
would reach Zobair. Turning thence to the north-east it 
would traverse a plain of little extent, and attain Bussorah, 
which, as it may be considered to be a maritime port, would 
constitute the extreme point of the railway. 

The total length of such a line of railway would be 1,238 
English miles, thus divided : 

1st section from Seleucia to Rajik . . . 180 miles. 

2nd section from Rajik to Hit, a point 
where the Euphrates begins to be navi- 
gable throughout the year . . . . . . 494 ,, 

3rd section from Hit to Bussorah .... 559 „ 

The expenses of construction of the entire line, which 
could be traversed by an ordinary train in forty-two hours, 
would attain at a maximum 395 millions of francs, or in round 
numbers, 400 millions of francs (£16,000,000), a sum which 
could only be raised by a succession of contributions, spread 



211 



over a period of from ten to twelve years, the time necessary 
to carry out the works. 

The advantages which so rapid a communication between 
the Mediterranean and the Indian Seas, would entail to the 
commerce of the world, and to the cause of civilization, are 
incalculable. We will notice them in a summary manner. 

I. 

The projected route would be the most direct from Eu- 
rope to India, giving a gain of eight days upon that actually 
adopted for the English mail by Lower Egypt and the Eed 
Sea, supposing the railway from Alexandria to Suez, now 
in course of construction to be actually completed. 

Here is, in fact, the comparative table of distances, which 
is given after the surveys effected in 1836, of the course of 
the Euphrates by Colonel (now General) Chesney, and the 
English scientific commission placed under his direction. 

Miles days hours Miles days hours 

From Bombay to FromBombaytoBus- 

Suez by steamer . 2,936 17 sorab by steamer 1,587 8 

From Suez to Alex- From Bussorah. to 

andria by railroad 265 9 Seleucia by rail . 1,233 42 

From Alexandria to From Seleucia to 

Malta by steamer 4 Malta by steamer 4 

Total . . 3,201 21 9 Total . . 2,820 13 18 

It will be seen from these positive details, first, that whilst 
upwards of twenty-one days would always be necessary to 
effect the transit from Bombay to Malta by the Red Sea and 
Lower Egypt ; it would only require fourteen at the most to 
pass from one of these points to the other by the Persian Gulf 
and the Euphrates Valley Railway ; secondly, that the town 
of Antakiya, the ancient Antioch, situated in the neighbour- 
hood of the Mediterranean, would be, after the construction 
of such a railway, at forty-two hours distance from the Per- 
sian Gulf, and ten days from Bombay ; in a position which 
would most undoubtedly make it in a very short time the 
general mart of commerce between the different countries 



situated in the basin of the Mediterranean and of the Black 
Sea on the one hand, and of all the rich countries bathed by 
the Indian Seas on the other, as it was in olden times, and as 
Aleppo was afterwards, when the commerce of India deviated 
into another line. 

It is difficult to express beforehand in actual numbers the 
quantity of merchandise that will be transported by the pro- 
jected line from Europe to India, and from India to Europe; 
but we have endeavoured, in our " Memoir/' to indicate the 
minimum. We reproduce here substantially the general 
considerations which guided us, and the results at which we 
arrived. 

The Indian Peninsula, the islands of the Indian and 
Chinese Seas actually transmit to Europe, upon an average, 
upwards of 700,000 tons of merchandise yearly, being the 
freights of more than 1,£00 ships, and constituting a value of 
about 800 millions. 

In exchange, Europe exports upon an average to these 
regions more than 500,000 tons of merchandise, freighting 
900 ships and presenting a value, officially verified, of about 
100 millions. England, Holland, and France are the three 
countries of Europe, that are almost solely engaged in this 
distant commerce ; but if France only inports from these 
Asiatic territories that which is strictly necessary for its own 
consumption ; England and Holland make the other coun- 
tries of Europe participate indirectly in their imports ; so 
that the numerical expressions of that import as given above, 
indicates in reality the consumption made by all Europe of 
the productions of India, of Java, and of China. 

A certain number of these products have become indis- 
pensable to the life of all civilized people ; such are more 
especially coffee, pepper, sugar, tea, and indigo. At least a 
third of the total quantity of these articles are shipped from 
the harbours of the Atlantic and from the German Sea, to the 



213 



populous regions that border the Mediterranean and the 
Black Sea, and which comprising France among them, would 
have an incontestable advantage in receiving them directly 
by the Euphrates Valley Railway, and the Mediterranean 
port of Seleucia. We consider then, the transport of this 
third of the whole importations of Asia, in coffee, pepper, 
sugar, tea, and indigo, as presumably secured to our railway. 

The other diverse commodities which the three great 
maritime nations derive from southern Asia, constitute a 
further mass of 386,000 tons, of which we only take a rela- 
tively very small portion to attribute its transit to the railway 
in question; such portion being equally destined to the special 
use of the countries situated in the basins of the Mediterra- 
nean and the Black Sea, and consisting of commodities which 
are the most liable to deterioration, as exotic resins, roots, 
and aromatic essences, spices, palm and other oils, oleaginous 
grains, articles of pharmacy, and chemical products. 

We leave without our calculations the exportations which 
the countries neighbouring the Mediterranean, may make of 
their produce by the railway projected towards India, Java, 
and China, as also all the special commerce carried on by 
England and Holland with the same countries ; that is to 
say, all that they draw thence for their own special use, and 
all that they furnish of their own manufacture. We shall 
only except the tea of China, of which we suppose the half 
to be exportable, and to be placed to the account of mer- 
chandise that will be transported by the Euphrates Valley 
Railway, for the very reason that its delicate leaves lose 
much of their aroma and of their savour by a long sea 
journey ; and we are thus enabled to establish a minimum 
of transports which the maritime canal of Suez itself would 
not be able to take away from it. 

The annexed table resumes our estimates in numbers based 
upon French, English, and Dutch official documents : — 



214 



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215 

The 123,000 tons to be exported by the Euphrates Valley 
Railway, according to this appreciation of the minimum, 
constitute as we see, less than one-fifth of the general and 
annual importation of southern Asia into Europe, and nearly 
a tenth of the total mass of merchandise exchanged between 
Europe and the same regions. 

Nevertheless, this small portion taken from that which is 
actually freighted round Africa, would bring to the railway 
in round numbers upwards of 10,000 francs for every kilo- 
metre (£400 for every thousand French yards), or 5 per cent, 
of the capital necessary for the construction of the railway ; 
and yet that railway would not be solely destined to trans- 
port merchandise between Europe and the extreme East ; 
it would also serve interests of no less importance, as it will 
be easy for us to demonstrate. 

II. 

The Euphrates Valley Railway would also be a bond of 
union between Europe and Persia, delivered up in this pre- 
sent day defenceless to the all-powerful influence of Russia, 
and having no communication with the other countries of 
Europe, but by a very difficult road, not always safe, and 
impracticable for six months of the year ; that is to say, by 
the port of Trebizond and the mountains of Kurdistan. The 
projected railway, by its branch to Bagdad, situated almost 
on the confines of Persia, would draw this country from its 
dangerous isolation, and would bring it into connection with 
the Mediterranean. The advantage that would result from 
this to general commerce is easy to appreciate : the commo- 
dities which pass in the present day by Trebizond to Persia, 
and those which are expedited by that port from Persia to 
Europe, constitute altogether annually according to the 
Annates du Commerce exterieur, an amount which would be 
represented by eighty-five millions of francs, as a means 
which again represents according to our calculations 106,720 



t 



216 

tons. As these commodities could be transported in thirty- 
six hours from Seleucia to Bagdad, they would necessarily 
take the new road. Now, if we estimate the transport of a 
ton at eight centimes the kilometre of railway, the transport 
of 106,720 tons would return 8,537 francs per kilometre, or 
for the whole extent of railway from Seleucia to Felujah, the 
point whence the branch to Bagdad would detach itself 
9,904,159 francs ; and these results would not be long in 
doubling or ev«en tripling themselves, as has always been the 
case where a railroad has come to take the place of difficult 
communications . 

III. 

The resources which the projected railway will find in the 
actual localities that it will have to traverse, remain to be 
considered. 

In former times, the commercial movement in the road of 
the Persian Gulf, and from Bagdad to Aleppo was immense ; 
and the latter city, if the Arabian geographers are to be 
believed, was then the principal market of the world. It 
took three months to transport to Damascus and to Cairo, 
the amount of merchandise that was sold there in one day. 
(Rousseau Prospectus de l'Encyclopedie Orientale) and vice 
versa ; but it is not in our power to indicate even proxi- 
mately the amount of this merchandise. It is not the same 
with respect to the traffic that takes place between Bagdad 
and Bussora. The information furnished upon this subject 
by M. Fontanier, Vice-Consul of France in the last of these 
towns are sufficiently precise : and it results from such infor- 
mation, that the mass of merchandise which passes between Bag- 
dad and Bus'sorah, amounts to at least 40,000 tons, and amongst 
these commodities, coffee alone, coming from Mokka and 
other parts of Arabia, transmitted from Bussorah to Bagdad, 
represents an amount of 20 to 25,000 tons. We take from 
this traffic on 30,000 tons, which we consider as transportable 



217 



by rail, for a portion of the produce of Babylonia, flowing 
towards Bussorah would in all probability continue to avail 
itself of river transport. The transport of these 30,000 tons, 
estimated at eight centimes the ton for every kilometre, 
(1 halfpenny and three-fifths for every 100 French yards), 
would bring in 2,400 francs (96/. sterling) for every kilo- 
metre, and 1,860,000 francs (74,400/.) for the whole extent 
of line from Felujah to Bussorah. 

But the profits of the projected line of railway cannot be 
appreciated from the commercial movement that is actually 
taking place in the countries through which it will be car- 
ried : it is the resources of the future that must mainly be 
relied upon ; upon those which the railroad will itself inevi- 
tably give rise to. It must be borne in mind, that rapid 
means of communication will carry life and civilization into 
a region placed under the most benign sky, and which in an 
extent of nearly 2,000 kilometres, only presents about 430 
of really unavailable desert, the rest of the country being 
admirably fertile. First, we have the pashalik of Bagdad, 
the ancient Seleucia spoken of by Strabo, as the finest por- 
tion of Syria, with a rich soil, susceptible of the highest 
cultivation, producing in the present day, in its actual 
neglected condition, delicious grapes, the most renowned 
tobacco in Asia, cotton, olives, and all descriptions of grain. 
Situated at the gates of Europe, this country placed beyond 
the reach of the exactions of Pasha's, and once fecundated 
by a railway, would not fail to attract numerous European 
colonists, who would know how to turn its resources to 
profit. 

The Euphrates Valley Railway would, it can be thus 
satisfactorily attested, become immediately profitable at its 
origin, and it would indeed exercise a salutary influence to 
a far off distance, for it must be noted that all the great 
commercial routes converged from all times towards Seleucia; 



218 



hence we cannot but feel certain, that from the moment 
that a railroad shall bring that region in contact with the 
Euphrates , the station on the bank of that river, whether 
Rajill or Balis (or Ja'ber Castle), would at once transform 
itself into a great mart, to which the Arabs of the Desert 
would bring the wool of their sheep and the hair of their 
camels. On its side, the Euphrates would bring down the 
magnificent timber trees, which now rot upon the flanks of 
Taurus, and the diverse productions of Babylonia, of which 
we shall speak presently. 

Next to the pashalik of Aleppo comes Mesopotamia, pro- 
perly speaking, — the Mesopotamia of the patriarchs of old — 
a region given up in the present day to nomadic tribes, but 
which gained back to agriculture, would be one of the most 
productive in the world. The soil yields thirty or forty 
grains for one, and all kinds of cultivation succeeds admi- 
rably, wheat, barley, rice, every description of vegetable, 
cotton, sesamum, grape vines, olives, mulberries, oranges, 
citrons, &c. Here is then a whole territory to be conquered 
for the behests of civilization. 

A desert of at least two geographical degrees of extent 
(between Abu Serai, ancient Cercusium in 35° lat. N. of 
Bagdad, and Bagdad, under 33° IT), separates this country 
from ancient Babylonia, in the present day a dependency on 
Bagdad. It will be traversed by the projected railroad, in 
its greatest length (786 kilometres) , and if that railroad had 
no other object than that of uniting the before-mentioned 
celebrated regions with the Mediterranean, still even then 
its utility would be incontestable.* 

* This is not a precisely correct representation of the state of 
things. The desert region beyond the Khalur does not extend beyond 
Werdi, once the seat of a populous and prosperous community. From 
Werdi to Annah and below Annah to Felujah is Babylonia, the banks 
of the river are almost uniformly fertile, were at one time mostly under 
cultivation, and are still so to a great extent : (Translator.) 



4 



219 

Our old Europe is, in fact, obliged to obtain from the 
otter countries of the world, from America and from Africa, 
a portion of tte corn necessary to tte subsistence of its 
redundant population. England alone imports annually for 
its own consumption about 24 millions of tectolitres of grains 
and 207 millions of kilogrammes of flour of all kinds, taking 
tte mean of five years (1849 to 1853), tte results of which 
taye been officially verified. To ttis amount must be added 
six to ten millions of tectolitres ttat Italy, tte Germanic 
States, tte Scandinavian States, and for tte last ten years 
France terself, import every year. It so tappens, ttat in a 
portion of Europe, tte consumption exceeds tte production 
by 30 to 35 millions of tectolitres. (The hectolitre is equal 
to 100 litres or French quarts, 22 gallons Englist.) In 
otter portions, it is true, tte production exceeds tte amount 
consumed, but tte balance is far from being in a state of 
equilibrium. It is sufficient to quote on ttis subject tte 
results of an enquiry, whict tte Britist Government insti- 
tuted about twenty-five years ago, in order to determine tte 
quantity of corn accumulated in tte granaries of all tte 
countries of Europe, and wtat would be available for 
exportation. No small surprise was created by tte result of 
tte researches made by Mr. Jacob, a political economist, who 
was employed to carry them out, and which shewed that the 
excess of production over consumption in the countries con- 
sidered as the feeders of others, did not surpass, in a whole, 
ten millions of hectolitres, of which scarcely one-fifth could 
be imported into England. Admitting that these countries 
could, in the present day, export fifteen millions of hecto- 
litres, the general deficit of the European production would 
still amount to from fifteen to twenty millions of hectolitres 
every year, and there is every reason to believe that this 
deficit will keep on increasing in proportion to the augmen- 
tation of the population. 



220 

It will be understood after that, how useful it would be, 
how urgent, indeed, to Europe to attach itself by a railroad, 
a country which was formerly the granary of Asia ; a country 
where the soil, upon an expanse of more than 40,000 square 
kilometres, every where returned, according to the unani- 
mous testimony of all the writers of antiquity, as much as 
200 grains to one. 

Supposing that only half of the superficies of Babylonia 
was given up to the cultivation of cereals, that one quarter 
only was sown every year, and that the produce of the soil 
was only 100 grains for one, as in the lands of first quality 
in India (according to Buchanan) the production of Baby- 
lonia would still equal that of all France put together, with 
a population which only constitutes a twentieth or even less 
than that of France. 

Europe could then draw its supplies open-handed from 
this fine country, where a railway would not fail to revive a 
cultivation so much neglected in the present day, and the 
cereals of Babylonia transported by this route to Seleucia, 
and thence by sea to Trieste, Leghorn, Genoa, Marseilles and 
London, would fetch the same price, if not less, as we have 
shown in our " Memoir," than the corn of Odessa, with this 
further advantage, that they would arrive there periodically 
at the beginning of spring, that is to say, at that epoch of 
the year when the price of corn is at its highest in our 
markets. "We will not, however, estimate what these proba- 
bilities present to the future, we will keep within the limits 
of the present, to determine what will be the presumable 
revenue which the exportation of Babylonian cereals will 
give to our railway. 

It is an incontestable fact, that the sedentary population 
of this pashalik can, with a little activity, draw annually from 
the soil 2,000,000 of hectolitres of wheat and rice for expor- 
tation. This will give about 140,000 tons of cereals to trans- 



221 



port by the railway, for a distance of 1,356 kilometres, taking 
the town of Hillah, ancient Babylon, as a point of departure. 
This transport would give, according to the French tariff 
(seven centimes per ton and per kilometre), 9,800 francs for 
every kilometre, and for the whole distance 13,278,800 francs 
(£531,152 sterling). 

Further, a number of other products of Babylonia must be 
carried to the account of exportation, such as cotton, tobacco, 
saltpetre, soda, sal ammoniac, borax, and, above all, wool, 
camel hair and buffalo leather. The quantity of these com- 
modities that will be exported may be estimated, at a mini- 
mum, as 30,000 tons, the transport of which, calculated upon 
the basis of eight centimes the ton for every kilometre, 
would give a total of 2,400 francs per kilometre, and for 
the mean distance of 1,356 kilometres = 3,254,000 francs. 
(.£130,160 sterling). The exportation of Babylonian pro- 
duce towards Europe would thus bring to the railroad, at the 
least, 12,200 francs for every kilometre, and for the transit 
from Hillah to Seleucia 16,533,200 francs, (£661,828 ster- 
ling) 4,000,000 francs less than the transit of merchandise 
from India. 

As to the exportable production of the other countries 
traversed by the Euphrates Valley Railway, and to which 
we have previously referred, we will not endeavour to ex- 
press it in figures. We leave to the future to fill up this 
blank, as also that which refers to the commodities imported 
from Europe into these countries, and the transport of which 
will necessarily be very profitable to the railway. The fol- 
lowing consequences which attach themselves closely to one 
another, cannot, in fact, be separated ; 1st, that the estab- 
lishment of a line of rail, across that vast zone which is com- 
posed between the Mediterranean and the Persian Gulf, 
where nature has been prodigal of its gifts, would revive the 



222 



activity of the population, and would resuscitate cultivation, 
to industry and commerce ; 2ndly, that Europe would profit, 
to a very great extent, by the exceptionable richness of nature 
in these countries ; and 3rdly, that it would find in the same 
beautiful regions a new and profitable market for its indus- 
trial produce. 

IV. 

There remains to say a few words upon the movement of 
travellers, which is likely to lake place upon the projected 
railway. We have proximately estimated the number in our 
"Memoir" at 100,000 every year for every kilometre, be- 
tween Seleucia and Felujah, and 200,000 between the latter 
city and Bagdad. 

This estimation is founded upon the following considera- 
tions : 

1st. The Euphrates Valley Railway, being the most direct 
and the most convenient to go from Europe to India and 
vice versa, it will incontestably be at once adopted by all the 
travellers who go in the present day with the Indian Mail, 
by the Red Sea and Lower Egypt. 

2ndly. The same road would connect together the cities 
of Aleppo, of Bagdad, and of Bussorah, where fairs are 
held that are renowned throughout all the East. It may 
then be assumed that a considerable portion of the mobile 
population of the country, who frequent these fairs in such 
large 'numbers, would avail themselves of this means of 
transport, in preference to a long journey on the back of 
camels. Let us remark here, that at the September fair at 
Bussorah, from 80 to 100,000 persons are seen, who have 
come from the different parts of Turkey in Asia, as well as 
from Persia, and most of them travel by the Valley of the 
Euphrates. 



223 



3rd. And lastly, the projected line of railway will present 
to the pious pilgrims of the two leading Musulman sects, the 
most ready and quick means of visiting the holy places 
which they both revere. The railway will, in fact, pass at 
its eastern extremity, close by the tomb of Ali, of his son 
Husain, and other points of pilgrimage continually visited 
by the Shiahs, a sect to which the whole Persian population 
belong, as well as a portion of that of Mesopotamia and of 
Kurdistan ; and at its eastern extremity, the same line will 
strike all the different caravan routes that go from all parts 
of Turkey to Meccah, the city of Aleppo, being the general 
place of rendezvous of all these pilgrims. 

To sum up, the estimate we have made, far from being 
exaggerated as will be seen, is on the contrary, only a 
minimum, which, in all probability will be enormously 
surpassed by the reality. Keeping, however, within these 
limits, the transport of 100,000 travellers from Seleucia to 
Felujah, and vice versa (1,150 kilometres,) will give a return 
of 11,500,000 francs, at an average of 10 centimes per person 
for every kilometre, (Id. per person for every 1,000 yards). 
The transport of travellers between Felujah and Bussorah, 
would produce 16,460,000 francs, and as a total, the pre- 
sumed transit of travellers along the whole length of the 
line would produce an annual sum of 27,960,000 francs, 
£1,118,400 sterling. 

y. 

Let us recapitulate then the numbers which we have given 
as the minimum of the revenues of the projected railway. 



224 



Rough Pboduce. 
Francs. 

1st. Transport of 123,000 tons of merchandise from India 20,795,721 
2nd. Transport of 106,720 tons of merchandise exchanged 

between Europe and Persia 9,904,199 

3rd. Transport of 30,000 tons of merchandise between 

Bagdad and Bussorah 1,860,000 

4th. Transport of 170,000 tons of the produce of Babylonia 

from Hillah to the Mediterranean 16,533,200 

5th. Transport of Travellers : — 

100,000 for a portion of the line ) - « n 

200,000 for the other portion ) ^,\)bi),iM) 

Total 77,053,080 

Deducting 45 per cent, for the expenses of wear 

and tear, and keeping up the Railway . . 34,673,886 

There remain a clear revenue of . . 42,379,194 
(Or £1,695,167 15 10.) 

Or about 10f per cent, of the capital necessary for the con- 
struction of the railway. And how many sources of revenue 
have we not indicated which do not enter into this estimate, 
but which the future will most indubitably have to evolve ? 
Are we not justified in believing from that, and from all the 
other considerations developed by us, that the returns of the 
railway will amount to double the proceeds which we have 
discreetly given. A net annual produce of 20 per cent, on 
the social capital is then the result that can be anticipated 
without any exaggeration from an enterprise which will 
bring Europe into union with the richest countries of Asia, 
the Mediterranean, and the Indian seas ; and let it be noted 
that the competition of the projected maritime canal by the 
Isthmus of Suez, can in no way detract from the importance 
of the Euphrates Valley Railway route, which will present a 
saving of at least twelve days in the journey from Europe to 
India as compared with the steam navigation of the Red Sea 
and the canal in question. 



225 
VI. 

It is, indeed, in this last point of view more especially 
that the Euphrates Valley Railway will present an unpa- 
ralleled importance. It may be distinctly affirmed that it 
will exercise a decisive influence upon the future of the 
Ottoman empire, which has its real basis in Asia. No 
political measure can possibly have the same efficacy in re- 
generating the old Asiatic East, that is to say, bring back cul- 
tivation, industry, commerce, and the arts to those celebrated 
countries which were once the cradle of civilization, and con- 
solidate the power of the Porte by centralising the scattered 
yet vivacious forces which it possesses. The Turkish govern- 
ment would then find abundant resources with which to 
restore its finances. It would, further, be enabled better to 
restrain the turbulence of the Arab tribes, to watch over 
the administration of Pashas too prone to disobedience, to 
keep in check Persia, that old rival of Turkey, now a tool in 
the hands of Russia, and if war should ever break out again 
with the latter power, the Euphrates Valley Railway would 
give to Great Britain the means of transmitting troops from 
India to the assistance of its ally with great rapidity, and to 
take up a position as opposed to Russia, of far greater 
strategical importance than in the last war. 

If then the strengthening of the Ottoman empire is of 
importance to the security of the world, and who would 
doubt it in the present day? the projected railway is most 
assuredly one of the most powerful and most practical ways 
of arriving at that end. This double character of high 
commercial and political utility, which attaches to the project 
of which we here present a sketch, makes us hope that it 
will be favourably received by the governments, by the 
capitalists, and all the well-informed men who enlighten 
public opinion in Europe. If the difficulty of being able to 

Q 



226 



raise under existing circumstances, a capital of 400 millions, 
(of francs) and of carrying out an enterprise of the proposed 
description in a country inhabited by nomadic races, is urged, 
we shall answer that these difficulties are rather apparent 
than real. 

The capital of 400 millions will not be exacted, we have 
before said, but by annual instalments of 30 or 40 millions at 
the most. 

In two years, the first section, the expenses of construct- 
ing which have been valued at 58,500,000, or 60,000,000 
francs in round numbers, (150,000 francs per kilometre,)* 
would be concluded, and it would soon give good results. 
It is only then, that the works of the next section would be 
begun. The cost of the latter would amount to about 
200 millions (250,000 francs per kilometre,) it would demand 
from 4 to 5 years of labour ; but that second section con- 
cluded, the end that we purpose to ourselves would be in 
reality attained. The line of railway would in reality be 
brought to a point (Hit), from whence the Euphrates is 
navigable the whole year round. The working of the two 
sections of the railroad could then be combined with a 
regular service of steam boats from Hit to Bussorah, as also 
between the first of these towns and Bagdad, the two being 
connected by a navigable canal. 

By this means the journey from Seleucia to Bagdad 
would be accomplished in two days, to Bussorah in five 
days, and to Bombay in thirteen days, nearly three days less 
than is required to make the journey from Bombay to Alex- 
andria, even considering the railroad from Alexandria to 
Suez, as carried out from one end to the other, and in full 



* The expenses of opening the Port of Seleucia to ships of commerce, 
estimated by us at 15 millions of francs, are comprised in the 58,500,000 
francs. 



227 

activity. There would then be nearly three days gained in 
the communications between Europe and India, for Alexandria 
and Seleucia are at equal distances from Malta. Such results 
show pretty clearly that the expenditure of 260 millions 
would not be fruitless. Should it ever be necessary to 
postpone for some years the execution of the third section, 
which is required to complete the line, and the expenses of 
constructing which are estimated at 135 to 140 millions 
(150,000 francs per kilometre). 

Nothing then in reality opposes itself to the proposed 
undertaking, notwithstanding its colossal proportions ; should 
it be carried out gradually, should it meet with an interrup- 
tion, or should it be completed as a whole, or only in part, 
no mischief could accrue to the shareholders. 

With 400 millions of francs a line of capital importance to 
the commerce of the world would be constructed. With 
260 millions only, a part only of such a line of railway would 
be constructed, which would still be very useful and very 
productive. We do not believe the financial resources of 
Europe to be so exhausted that a capital of 400 millions 
could not be collected in ten or twelve years to carry out an 
undertaking of such vast importance. 

As to the dangers, which people who only know the East 
from exaggerated reports of a few travellers, fancy will be in 
the way of the works being carried out, it is sufficient to 
remark, that the nomadic tribes of these countries are few in 
number, badly armed, without discipline, and always divided 
among themselves. A few regular troops dispersed along 
the line would suffice to protect it against all the Arab and 
Kurd shepherds, and the benefits that would accrue from the 
undertaking to the Turkish Government would more than 
repay them the expense of keeping up their military posts. 
But, besides this, the mercantile spirit of Arab tribes, who 
constitute the great majority of the nomadic population of 

q2 



228 



these countries, there cannot be the slightest doubt, would 
accommodate itself easily to so rapid a means of communica- 
tion, and which would give to them the advantage of being 
able to frequent at a trifling expense the great fairs of Aleppo, 
of Bagdad, and of Bussorah, and which would open new 
outlets to their products, by the sale of which they gain their 
livelihood. The English scientific commission which carried 
on such extensive labours in these countries, had opportu- 
nities of convincing themselves of the good disposition of the 
Arabs towards Europeans when they have commercial 
advantages in prospect. The Amirs came then to Colonel 
(now General) Chesney, with offers of submission to the 
Queen of Great Britain. Thus falls the last objection raised 
against a project, the execution of which is practical and the 
advantages incalculable. 

Jules Falkowski. 



THE 

EUROPEAN AND INDIAN JUNCTION 

TELEGRAPH COMPANY LIMITED. 

(FROM SELEUCIA TO THE PERSIAN GULF.) 

(Uniting the Lines of the English and Continental Telegraph Companies 
with the electric cable of the Honourable JEast India Company, from 
Kurrachee to the head of the Persian Gulf.) 

©fas, mm\m $vm> ©ft §nmir Steel 

TO BE INCOEPOKATED BY ACT OP PAELIAMENT. 

CAPITAL £200,000, in 20,000 SHARES of £10 EACH. 

(Deposit, 10s. per Share.) 
(WITH POWER TO INCREASE.) 
The Directors feel assured of obtaining a Concession from the Ottoman 
Government, xoith the necessary powers and privileges. From the 
arrangements now in progress, a settled income may be expected on 
the Capital of the Company. 

Chairman. 
W. P. ANDREW, Esq.FR.G.S., 
Chairman of the Euphrates Valley Railway and Scinde Railway Companies. 

JBtrutors. 

WILLIAM AINS WORTH, Esq., F.G.S., & F.R.G.S., late Geologist and 

Mineralogist to the Euphrates Expedition. 
PHILIP ANSTRUTHER, Esq., late Secretary to Government, Ceylon, 

and Deputy Chairman Cevlon Railway Company. 
SIR FREDERICK L. ARTHUR, Bart., Director of the Euphrates Valley 

Railway Company. 

HARRY BORRADAILE, Esq., late Bombay Civil Service, and Director of 

the Euphrates Yalley Railway Company. 
SIR JAMES CARMICHAEL, Bart., Chairman of the Submarine and 

Member of Council of the Mediterranean Telegraph Company. 
GEORGE B. CARR, Esq., 5, Lawrence Pountney Place. 
COLONEL A. COTTON, late Chief Engineer, Madras. 
THE HONOURABLE J. CADWALLADER ERSKINE, Chairman of the 

London and Eastern Banking Corporation. 
CAPT. H. B. LYNCH, C.B., I.N., late commanding on Euphrates and 

Tigris. 

SIR JOHN MACNEILL, L.L.D., F.R.S., Engineer-in-chief of the Euphrates 

Valley Railway Company. 
SIR T. HERBERT MADDOCK, M.P., late Deputy Governor of Bengal, 

and Director of the Scinde Railway Company. 
MAJOR J. A. MOORE, F.R.S., Ex-Director of the Honourable East India 

Company, and Director of the National Provincial Bank of England. 
THOMAS \VlLLIAMS, Esq., Director of the Scinde, Euphrates Valley, and 

other Railway Companies. 

^utfftors. 

LIEUT.-COL. H. B. HENDERSON, late Officiating Military Auditor- 
General, Bengal. 

J. EDMUND ANDERDON, Esq., Director of the Bank of London. 

ISanucrs. 

Messrs. GLYN, MILLS, & CO. | THE OTTOMAN BANK. 

Solicitor. *crrrtart). 
J. A. M. PINNIGER, Esq. | L. W. RAEBURN, Esq. 



PROSPECTUS. 

The Honourable East India Company has determined to 
lay a telegraph cable from Kurrachee to the head of the 
Persian Gulf. 

The Austrian Government has established a Company 
with the requisite capital, paid up and guaranteed by the 
State, for constructing and laying down a Submarine 
Electric Telegraph, in connection with its land lines, from 
Cattara, or Ragusa, on the coast of the Adriatic, touching 
at Corfu, Zante, and Candia, to Alexandria, and thence by 
Jaffa and Beyrout to Seleucia ; and have just concluded a 
contract for the immediate execution of the work. 

The Austrian Company gives to the English Government 
and the East India Company a priority over the public in 
transmitting their messages. 

The European and Indian Junction Telegraph Company 
Limited is established with the view to continue the electric 
communication from Seleucia, along the line of the proposed 
railway, by Aleppo, Ja'ber Castle, and the valley of the 
Euphrates, to the head of the Persian Gulf, thus completing 
the only remaining link between India and England. 

The English Government will soon be able to communi- 
cate with Malta and Corfu, by a line to those islands from 
Cagliari in the Island of Sardinia, to which point the 
Mediterranean Electric Telegraph is advanced. 

From Cagliari, the French and Sardinian Governments 
will have direct telegraphic communication with Alexandria 
and the East. 



20°' 




i 

to 9 


5 






60° 3t 





All parts of India are or are about to be brought in tele- 
graphic communication with Kurrachee, and the cable from 
thence of the East India Company, to the head of the 
Persian Gulf, with the wires to be laid down by this Com- 
pany will bring India by nearly 2,000 miles nearer England 
and the continent. 

When the Submarine and Indian systems meet at Seleucia, 
the connection between the East and West will be complete, 
and England, the Continent and India be in hourly commu- 
nication. 

From the arrangements contemplated, it is certain that 
the best and safest telegraphic routes will be secured to this 
country. 

The Austrian Government has most strikingly evinced its 
interest in this great undertaking, and its desire to maintain 
the position as the^iedium of communication between other 
nations, by undertaking the completion of so large a portion 
of the line. 

The British Government and the Honourable East India 
Company duly appreciate the power of supervision and con- 
trol put into their hands by the telegraph, binding together 
in one the isolated and distant dependencies of the Empire, 
and are prepared to extend their countenance and support 
in a fair and liberal spirit. 

The merchant and the ship-owner are well acquainted with 
the inestimable value to them, of the power of imparting 
and receiving prompt information. It is well known that 
heavy loss has been suffered by the Indian mercantile com- 
munity, through the non-receipt of immediate news of the 
adoption of the Austrian propositions for peace. The 
heavy contracts made in Calcutta and Bombay in January 
last for oil seeds, jute, and saltpetre, would have been 
prevented by a single message. 

But the grand source of revenue will be derived from the 



2S2 



constant desire to communicate which is felt by members of 
families when at a distance from each other ; and when it is 
considered how many thousands of families in England have 
some near relative in India, the revenue, it is believed, from 
this source alone, will be very large. 

From the most reliable data that can be collected, the 
Directors feel confident that, besides the pecuniary assistance 
that may be expected from Government and the Honourable 
East India Company, a highly remunerative return may be 
expected on the capital embarked. 

The Directors have the satisfaction of stating, that they 
have secured the valuable co-operation and assistance of 
Mr. John Watkins Brett, the inventor and projector of the 
Submarine Telegraph. 

Mr. O'Shaughnessy, superintendent of telegraphs in India^ 
having already laid down in that country 4,000 miles of 
electric wire with extraordinary economy and success, and 
as the cable in connexion with the Indian system is about 
being carried from Kurrachee to Kurnah at the head of the 
Persian Gulf under his supervision, an application has been 
addressed to the Court of Directors of the Honourable East 
India Company with the view to secure the advice of this 
eminent and successful officer to this Company, so as to in- 
sure uniformity of design and management throughout, from 
Calcutta and Peshawer, Bombay and Madras to Seleucia. 
The Honourable Court have already intimated that they 
"would have no objection to the experience which he (Mr. 
O'Shaughnessy) has acquired in India being made available 
for the line through Asiatic Turkey." 

" The electric telegraph is the most beautiful and sur- 
prising invention of the age, and nothing is more interesting 
than to learn its rapid progress and wonderful results. The 
telegraphs of America are surpassed in length, solidity of 
construction and cheapness of working, by those which 



within the last few years, while we at home have been de- 
bating and fighting on the Eastern question, have been car- 
ried over the length and breadth of India. From Calcutta 
to the Indus, to Bombay, to Madras, the messages of Govern- 
ment and individuals are speeded in a few hours at a cost 
comparatively trifling. Ceylon is to be united to the main- 
land, and the time is already looked upon as near when the 
telegraph will cross the Mediterranean, run along the Red 
Sea and the coasts of the Indian Ocean (or rather by the 
Euphrates and Persian Gulf), and unite London and Cal- 
cutta in hourly communication. We cannot doubt that this 
work will be soon achieved, and that no very long period 
will elapse before the wires extend to Canton and Shanghai, 
and perhaps, running from island to island, will stretch on 
to Sydney and Melbourne, and the great settlements of the 
antipodes." — Times, June 16, 1856. 

No call will be made until the concession has been se- 
cured by the Firman of the Sultan, and the other arrange- 
ments contemplated by the Directors are completed. 



234 



From W.,P. Andrew, Esq., to Sir James C. Melvill, 
K.C.B., &c. 

Gresham House, Old Broad Street, 

llth June, 1856. 

Sir, 

Understanding that the Honourable Court has it in 
contemplation to bring the lines of telegraph already esta- 
blished in India, with so much success by Mr. O'Shaugh- 
nessy into a near proximity to those in Europe, by laying an 
electric cable from Kurrachee to the head of the Persian 
Gulf, and as I have in conjunction with General Chesney 
and others, taken the necessary steps towards obtaining the 
sanction of the Turkish Government for laying electric wires 
in Asiatic Turkey, and am also acting in concert with Mr. 
Brett and other representatives of European Telegraph 
Companies, I beg to submit for the consideration of the 
Honourable Court, a proposal to complete the telegraph 
communication between England and India, by connecting 
the cable proposed to be laid down to Bussorah by means of 
an electric wire carried along the Euphrates by Ja'ber 
Castle and Aleppo, to Seleucia, at which point it would form 
a junction with Mr. Brett's submarine cable, now advanced 
to Cagliari, in the island of Sardinia, the remaining portion 
of the communication being through Piedmont and France, 
this arrangement would afford to England the best and 
safest telegraphic route to her Indian possessions. 

Should the court feel inclined to entertain favourably 
the proposal I have now the honour to submit, I shall be 
prepared hereafter to furnish more detailed information re- 
garding the project. 

In the meantime, I may state, that Mr. O'Shaughnessy 
concurs in the perfect feasibility of what I now propose, and 



235 



his views are confirmed by Mr. Ainsworth, who has surveyed 
the country from Seleucia to Bussorah, and other scientific 
gentlemen practically acquainted with the country and its 
people who assure me that there are no physical or other 
difficulties that may not be easily surmounted. 

In the event of a company being formed to raise the 
necessary capital, it would be the wish of those gentle- 
men who are associated with me, that the Honourable Court 
would be good enough to permit Mr. O'Shaughnessy to be 
the consulting engineer to the company for laying down the 
wires which would unite the English and Indian systems. 

The services of this distinguished gentleman would not 
only be valuable from his practical experience in India, but 
uniformity of plan and management would be ensured with 
that of India throughout the lines until they approached 
those of Europe on the shores of the Mediterranean. 

I have the honour to be, 
&c, &c, &c, 

(Signed) W. P. Andrew. 
Sir James C. Melvill, K.C.B., 

&c, &c, &c. 



From W. P. Andrew, Esq., to the Right Honourable 
The Earl of Clarendon, K.G., &c. 

23rd June, 1856. 

My Lord, 

As the Chairman of the Scinde and Euphrates Valley 
Railway Companies, I am desirous of establishing tele- 
graphic communication between England and India, by 
forming a connection at Seleucia with Mr. Brett's submarine 
cable, and carrying the electric wire via Aleppo and the 
Euphrates, to the head of the Persian Gulf, and from thence 



236 



by submarine cable to Kurrachee in Scinde, where tbe junc- 
tion would be effected with tbe 4,000 miles now in effective 
operation in India ; and as I feel assured tbat a subject of 
sucb vast political and social importance must soon be sub- 
mitted to your Lordship's consideration, I have the honour 
to enclose for your lordship's information a duplicate of a 
letter having reference thereto, which I addressed on the 
17th instant to the Court of Directors of the Honourable 
East India Company. 

Should it be decided to adopt the route I have suggested 
above for the telegraph, it would of necessity nearly follow 
that of the proposed railway from Seleucia to Bagdad and 
Bussorah, and the same management and protection might 
suffice for both undertakings. 

I expect General Chesney in town in a few days, and in 
the meanwhile I shall be ready at any time to wait upon 
your Lordship, should you desire any further information. 

* I have the honour to be, &c, 

(Signed) W. P. Andrew. 

The Bight Honourable 

The Earl of Clarendon, K.G., 

&c, &c, &c. 



From Sir James C. Melvill, K.C.B., to 
W. P. Andrew, Esq. 

East India House, 

Wth July, 1856. 

Sir, 

I have received and laid before the Court of Directors 
of the East India Company your letter dated 17th ulto., 
stating that you have in conjunction with Major-General 
Chesney and others, taken the necessary steps for obtaining 
the sanction of the Turkish Government for laying electric 
wires in Turkish Arabia, and submitting a proposal for a 
line from Seleucia via Ja'ber Castle and the Valley of the 



231 



Euphrates to Kornah, in continuation of the submarine cable 
laid down in the Mediterranean by Mr. Brett. 

In reply, the court desire me to state, that while they 
would be much gratified to see the work in question pro- 
perly carried out, the arrangement connected with the under- 
taking, must necessarily be left to the Turkish authorities 
for settlement, and they can only repeat the assurance already 
given to Her Majesty's Government, that they will be pre- 
pared to undertake the construction of a line of telegraph 
between Kurrachee and the Turkish territory, upon learning 
that the communication between this country and Kornah has 
been established. 

With reference to the request contained in your letter, 
that Dr. O'Shaughnessy may be employed as the consulting 
engineer of the company which you desire to form for the 
execution of the work contemplated by you, I am com- 
manded to state that Dr. O'Shaughnessy has already directed 
his attention to, and submitted his views and recommenda- 
tions upon, the subject of the line in question, and the court 
would have no objection to the experience which he has ac- 
quired in India being made available for the line through 
Asiatic Turkey, although Dr. O'Shaughnessy is, of course, 
not at liberty to enter into any engagement with private 
companies. I am, &c, 

(Signed) James C. Melvill. 

W. P. Andrew, Esq. 

Sfc. } tfc, Sfc. 

From W. P. Andrew, Esq., to Sir James C. Melvile, 
K.C.B., &c. 

European and Indian Junction Telegraph Company Limited, 

Gresham House, Old Broad Street, 

London, 5th August, 1856. 

Sir, 

Adverting to your communication of the 10th July, 
in which you express the interest of the Honourable Court 



238 



in introducing the electric wire in Turkish Arabia, and that 
the court would have no objection to the co-operation of 
Mr. O'Shaughnessy being made available for the telegraph 
company I had proposed, I am now requested by the dis- 
tinguished and scientific gentlemen with whose co-operation 
I am honoured, to forward for the information of the court, 
a prospectus of the European and Indian Junction Tele- 
graph Company, and a copy of a letter addressed by Mr. 
J. A. M. Pinniger to the Secretary of the Treasury, and 
also one from the former gentleman to myself, explanatory of 
an arrangement entered into with the Austrian Government, 
for the establishment of telegraphic communication by means 
of a submarine cable from Ragusa, on the Adriatic, to Alex- 
andria and Seleucia. 

By means of the electric telegraph passing through Bel- 
gium and the Austrian dominions, England is already in 
telegraphic connection with the coast of the Adriatic, the 
submarine cable from thence, from Eagusa to Seleucia, and 
the wires proposed to be laid down by the European and 
Indian Junction Telegraph Company from Seleucia and 
Kornah, at the confluence of the Euphrates and Tigris, 
meeting at the last-named point, the submarine cable pro- 
posed to be laid down by the Honourable Court from Kur- 
rachee along the Persian Gulf, would place London in tele- 
graphic intercourse with all parts of India, by meeting at 
Kurrachee the telegraphic system already established with so 
much success in that company. 

I have to express the satisfaction of my co-directors at the 
assurance that the court will be prepared to undertake the 
construction of a line of telegraph between Kurrachee and 
the Turkish territory 3 upon learning that the communication 
between this country and Kornah has been established; 

I have also to express the acknowledgments of the directors 
of this company, for the consideration of the court, in per- 



2S9 



mitting the great experience of Mr. O'Shaughnessy in India 
to be made available for the line through Asiatic Turkey. 

The directors of this company attach the greatest import- 
ance to the line along the Euphrates to be constructed and 
worked on the same principle as those so successfully carried 
out by Mr. O'Shaughnessy in India ; and with this view, the 
directors will require that their contractor shall avail himself 
to the fullest extent of that gentleman's counsel and super- 
vision. 

The political, commercial, and social advantages to be de- 
rived from placing England and India in almost hourly 
telegraphic communication, are apparent to the Honourable 
Court, and as it is believed, the safety and prosperity of 
India must be promoted thereby in no ordinary degree, I 
am to request that you will submit for the consideration of 
the court, whether the moderate capital of £200,000 of this 
company might not have a rate of interest guaranteed, the 
proceedings of the telegraph company being subjected to the 
same supervision and control as the Indian railways. 

The Turkish, Sardinian, and Austrian Governments hav- 
ing already guaranteed interest on capital for the construc- 
tion of electric lines out of their dominions, I feel assured 
that the Honourable Court will entertain the proposal for 
support and co-operation, I have had the honour to submit, 
in an enlightened and liberal spirit. 

I have the honour to be, 
&c, &c, &c, 

Your most obedient Servant, 

(Signed) W. P. Andrew, 

Chairman. 

Sir James C. Melvill, K.C.B., 

&c, &c, &c. 



240 



From William Ainsworth, Esq., F.G.S. and F.R,G.S., 
to W. P. Andrew, Esq., Chairman of the European 
and Indian Junction Telegraph Company. 

13th August, 1856. 

Dear Sir, 

I have much pleasure in transmitting to you my 
ideas upon the subject of telegraphic communication from 
Seleucia to the Persian Gulf, along the Valley of the Eu- 
phrates. 

In doing so, I must premise that my acquaintance with the 
countries to be traversed is not only derived from explora- 
tions made as Geologist and Mineralogist to the Euphrates 
expedition under General Chesney, but also from opportu- 
nities subsequently afforded to me when in charge of an ex- 
pedition sent to the same and neighbouring regions by the 
Royal Geographical Society. 

In the first place, then, it is to be premised that there 
exist no physical obstacles whatsoever to conveying an elec- 
tric chain between the two points proposed. The country is 
throughout comparatively level, easy for access, with most of 
the materials of labour at hand. The utmost elevation of the 
line of watershed between the Mediterranean and the Eu- 
phrates, along the line of levels carried by the officers under 
the command of General Chesney, was 1,750 feet, with a 
very gentle ascent ; and the height of the bed of the 
Euphrates, at the termination of the same line of levels, was 
550 feet. 

The rise of ground on the direct line to Aleppo is still 
less. There is a tract of hard limestone to cross on the line 
to Aleppo ; but there are no mountains, rivers of any mag- 
nitude, ravines, or any other obstacles that are worthy of 
notice, to be overcome. 



241 



It is almost needless to add, that once the Valley of the 
Euphrates attained, there is an almost continuous and unin- 
terrupted gradual descent to the Persian Gulf, The soft and 
friable rocks approach the river at but few points, and, with 
the exception of the basaltic ridge at Zelebeh, and a patch of 
hard limestones on the left bank at Annah, never attain an 
elevation much exceeding 100 feet ; and the basalts leave a 
river-margin wide enough for several lines of railway. 

Throughout, the same circumstances which give such 
unusual facilities to the prolongation of a line of railway 
along the Valley of the Euphrates, naturally also apply 
themselves to the prolongation of a line of telegraphic com- 
munication. 

The difficulties which present themselves are solely such 
as may be anticipated from the semi-barbarous condition of 
the people inhabiting the country, and these I believe to be 
very generally exaggerated. 

Almost all possible accidents would be anticipated, were 
proper precautionary measures adopted. 

The precautionary measures I allude to would be, first, 
the support of the Ottoman Government, and of the local 
authorities ; and secondly, the countenance of the Arab 
Sheikhs, which could be obtained by a very trifling subsidy, 
to be paid so long as the wire remained intact, and to be 
withdrawn or forfeited when it was injured. 

This would be the cheapest kind of surveillance that could 
be obtained in the countries in question. 

It would be further essential to explain to the Arab Sheikhs 
the nature of the objects proposed. 

They would explain the matter again in their own way to 
their followers, and it is a great mistake to suppose that the 
Arabs would not be open to such an explanation (although 
not expected to understand the modus operandi any more 

K 



242 



than a European peasant), and that they would not be influ- 
enced by the moral obligations imposed upon them. 

The immediate object of such explanation would be to 
more particularly do away with all suspicions or superstitious 
ideas, which might otherwise be associated with the laying 
down of a line of telegraphic communication. 

There is every reason to believe, however, that the simple 
statement, that the Electric Telegraph was used to convey the 
messages of the Sultan, would protect it from all accidents. 

Once the valley of the Euphrates attained, the population 
of its long banks are for the most part pastoral and agricul- 
tural. 

The country is certainly exposed to the inroads of the 
Bedouin Arabs, but even then I do not believe the Arab to 
be wantonly destructive. 

The existence of so many and of such extensive remains 
of olden times scattered over their country, attest to the 
contrary. 

There are medieval castles in the Valley of the Euphrates 
claimed by no one, and untenanted, yet which are in part 
inhabitable to the present day. Nesjm Kalah is a remark- 
able instance of this kind. Inscriptions on dry mud have 
existed untouched from the days of the Caliphs. The habits 
of the Arabs leading them to disdain stone for building pur- 
poses, edifices of olden time are much less injured among 
them than they would be elsewhere. In what other country 
would a Palmyra be found abandoned to the first comer, yet 
almost unscathed ? 

The Euphrates Expedition left two or three guns at Port 
William, in 1836. The natives respected them so far that 
Hafiz Pacha used them in the defence of Birijik in 1839. 

I have seen a small collection of Roman coins, in an Arab 
tomb, at Balis. The people had found them ; they did not 
know what to do with them ; yet they did not wantonly 



243 



throw them. away. They had belonged to some departed 
race, they would consecrate them then to their dead. Ex- 
amples of this kind might be almost infinitely multiplied. 

In case the system of subterranean wires is adopted, it 
would require the same precautionary measures to be taken 
as in the case of a line upon posts, but it is evident that the 
wires would be far less exposed to accidents. 

A line from Seleucia by Aleppo to Balis would connect 
itself by the Valley of the Euphrates with the projected 
Railway at Ja'ber Castle, at Aleppo, at Seleucia, and, if 
deemed advisable, at Antioch, so as to answer all the pur- 
poses of the Railway ; and for the remainder of the distance 
along the Valley of the Euphrates and Tigris, it would pro- 
bably follow the same route. 

A third plan of carrying an Electric Telegraph presents 
itself along the Valley of the Rivers Euphrates and Tigris, 
different from those before alluded to, and that is along the 
bed of the rivers. 

The advantage gained in distance by saving the bends of 
the river, and which would amount to probably about one- 
iifth of the whole distance, point to a line of Telegraph on 
posts, or to a subterranean cable, as being preferable to a 
fluviatile one. The soil of the Valley of the Euphrates is 
peculiarly adapted for the latter system, being for the most 
part river alluvium, and when not so, composed of soft and 
friable rock formations (marls, gypsum, and red sandstones), 
easily cut, or through which tunnels could be bored with 
great facility. 

There is nothing, indeed, in the Euphrates Valley that 
will compare for a moment with India or other countries 
through which Electric Telegraphs have been carried, depen- 
dent or independent of Railways. Nature has positively left 
there a great open gap, with almost unexampled facilities 
for all such undertakings, whether Railway or Telegraph. 

r 2 



244 



From the parallel of Aleppo there are no glens, ravines, or 
narrow, precipitous, rocky passes whatsoever. Rocks abut 
upon the river at a few points, but only so as to leave a 
margin for many lines of Railway or Electric Telegraph. 

It is to be presumed that the Telegraphic cable, upon 
reaching the alluvial plains of Babylonia, a little above 
Felujah, will be carried across that plain to Bagdad, in 
consequence of the importance of that place as a commercial 
emporium. 

For this brief distance no more difficulties would present 
themselves than elsewhere to a line on posts or to a subter- 
ranean cable. 

But whether the Valley of the Euphrates is followed south 
of Felujah, or that of the Tigris, south of Bagdad, it may 
remain a question if it will not be advisable to carry the 
cable thence forward along the bed of either river, on account 
of the existence of extensive tracts of marsh, which would 
necessitate a line of posts, or a subterranean cable being 
carried at certain points at a distance away from the banks. 

In the latter case the Tigris presents some slight advan- 
tages over the Euphrates, in having for the greater part of 
its course firmer banks. 

In conclusion, however, as far as my own experience goes, 
and after a careful consideration of the subject in all its 
bearings, I do not see any reasons why, under ordinary cir- 
cumstances, a common Electric Telegraph of insulated wires, 
suspended in the air upon posts or standards of wood, iron, 
or stone, should not be adopted for the whole length of the 
line projected. 

I have the honour to be, &c, &c, 
(Signed) "William Ainsworth, 

F.G.S. and F.R.G.S. 



245 



From J. D. Dickenson, Esq., Deputy Secretary East India 
Company, to "W. P. Andrew, Esq. 

East India House, 12th September, 1856. 

Sir, 

The Court of Directors of the East India Company 
have had under their consideration your letter dated the 
5th ultimo, forwarding a prospectus of the European and 
Indian Junction Telegraph Company, together with copies 
of letters from Mr. J. A M. Pinniger, explanatory of an 
arrangement entered into with the Austrian Government for 
the establishment of telegraphic communication from Ragusa 
on the Adriatic to Alexandria, and Seleucia, from which 
place the European and Indian Junction Company propose 
to extend it to Kurnah, and submitting for the court's con- 
sideration whether the capital of £200,000 might not have 
a rate of interest guaranteed by the East India Company, 
the proceedings of the telegraph company being subjected to 
the same supervision or control as the Indian railways. 

In reply, the court desire me to state that the arrangements 
connected with the establishment of the line of telegraph 
proposed by the European and Indian Junction Company, 
must rest with Her Majesty's Government, and with the 
governments and tribes through whose territories it is de- 
signed to carry it ; and that the court are at present unable 
to enter into any agreement with the telegraph company, or 
to afford any pecuniary assistance or guarantee. But the 
court desire me to state, that in the event of the telegraph 
company being employed with the sanction and support of 
Her Majesty's Government, and the other governments con- 
cerned, to establish the line in question, the East India 
Company would be prepared to enter into an arrangement 
for making an annual payment to the Telegraph Company 
for the use of the line upon terms and conditions to be 
agreed upon. I am, &c, 

(Signed) J. D. Dickenson. 

Deputy Secretary, 

To W. P. Andrew, Esq., &c., &c, &c. 



246 



From W. P. Andrew, Esq., to James Wilson, Esq., M.P. 

1st October, 1856. 

Sir, 

I have the honour as Chairman of the Board of 
Directors to address you upon the subject of the line of 
telegraph projected by this company, in consequence of a 
letter received by me from the Court of Directors of the 
Honourable East India Company, on the 12th ultimo, to the 
effect that the arrangements connected with the establish- 
ment of the line of telegraph proposed by the European and 
Indian Junction Telegraph Company, must rest with Her 
Majesty's Government, and that of the Sublime Porte, but 
in the event of this company being employed by the Govern- 
ments in question, the East India Company would be pre- 
pared to enter into an arrangement for making an annual 
payment to the Telegraph Company for the use of the line 
upon terms and conditions to be agreed upon. 
No. l.— Letter 2. I beg to annex for the information of the Lords Com- 

from Sir Jas. C. . . 

Meivm to w. p. missioners of Her Majesty's Treasury, copies of the docu. 

Andrew, Esq., .. . - . n . 

July 16th, 1856. ments noted in the margin referring to telegraphic commu- 
f °- 2 4r^ er nication with India. - 

from W. P. An- 
drew, Esq., to 3. It having been understood that the East India Com- 

Sir J.C. Melvill, & 

k.c.b., 5th pany was prepared to lay down a telegraph between Kur- 
No. 3.— Letter racnee an( ^ * ne head of the Persian Gulf, and that the 
from j.d. Dick- Austrian Government had established a company with the 

enson, Esq., to k j 

Sq P i2th d Se W ' re 9. u ^ s ^ e capital f° r laying down a submarine electric tele- 
1856. graph in connection with its land lines from Cattara or 

tus 'oflhe Eurol Ragusa, 011 the coast of the Adriatic, to Alexandria and 
JunctTon TeiT Seleucia. The European and Indian Junction Telograph 
L r imited° mpany Company was formed with the view to continue the electric 
communication from Seleucia along the proposed line of the 
Euphrates Valley Railway Company by Aleppo, Ja'ber 
Castle, and the Valley of the Euphrates to the head of the 
Persian Gulf, thus completing the only remaining link be- 
tween India and England, 



247 

5. The board is composed of gentlemen well acquainted 
with India, and with the country to be traversed by the tele- 
graphic wires, and the application for shares in a few days 
amounted to nearly four times the number to be alloted. 

6. The company has now received its certificate of incor- 
poration, and only awaits the formal sanction of the Ottoman 
Government, and the necessary support and concurrence of 
Her Majesty's Government to commence active operations. 

7. When His Highness Aali Pasha, the Grand Vizier of 
the Turkish Empire was in this country, I had, in conjunc- 
tion with General Chesney, several interviews with His 
Highness and M. Musurus, the Turkish Ambassador, re- 
garding the establishment of -railway and telegraphic com- 
munication between the Mediterranean Sea and the Persian 
Gulf, and two seperate missions are now at Constantinople in 
accordance with the arrangement entered into with the Grand 
Vizier, with the view of obtaining the formal concession for 
the railway and the telegraph, to the companies of which I 
am chairman. 

8. I beg on behalf of the gentlemen with whom I have 
the honour to be associated, to submit the project of this 
company to the consideration of the Lords of the Treasury 
as deserving their support, and I respectfully request that 
if the route proposed be satisfactory to the Government (as 
I have assumed it to be) the line should be adopted by them 
as a link in the route to India, and in which case I have 
every reason to know that the Court of Directors of the 
East India Company is prepared to extend to the undertak- 
ing liberal pecuniary support. 

9. The line can be completed in two years, and with the 
sanction of the East India Company, it is proposed to take 
advantage of the experience gained by Mr. O'Shaughnessy 
in erecting telegraphs in India, and to associate this zealous 
and scientific officer in the construction of the line proposed 
by the company. 



248 



10. It will afford me much gratification to wait upon you 
for the purpose of affording any further information, should 
it be deemed desirable. 

I am, &c, 
(Signed) W. P. Andrew. 

Chairman. 

James Wilson, Esq., M.P. 

&c, fee, &c. 

P.S. — Since the above was written, the Earl of Clarendon 
has forwarded to me a telegraphic dispatch from Constanti- 
nople, copy of which is sent herewith for your information : 



From E. Hammond, Esq., to W. P. Andrew, Esq. 
(EXTRACT.) 

Foreign Office, 2Qtk October, 1856. 

Sir, 

I am directed by the Earl of Clarendon to acknow- 
ledge the receipt of your letter of the 20th instant, and I am 
to state to you in reply that Her Majesty's Ambassador at 
Constantinople has reported that he has already introduced 
Mr. Robinson to the Turkish Government, with a view to 
his entering into negotiations regarding an Electric Tele- 
graph between the Mediterranean and the Persian Gulf. 

Lord Clarendon will instruct Her Majesty's Ambassador 
at Constantinople to afford his countenance and support to 
Mr. Pobinson as Commissioner for the Euphrates Railway 
Company during the absence of General Chesney. 

I am, Sir, 
Your most obedient humble Servant, 

(Signed) E. Hammond. 

To W. P. Andrew, Esq. 
Sfc, Sfc, Sfc. 



249 



From W, P. Andrew, Esq., to James Wilson, Esq., M.P. 

(No. 11.) 20th November, 1856. 

Sir, 

With reference to a letter which. I had the honour as 
Chairman of the above Company to address to you on the 
1st ultimo, to the effect that this Company was formed 
with a view to establish telegraphic communication with 
India, via Seleucia, the Euphrates and the Persian Gulf in 
conjunction with the Austrian system of telegraphs about to 
be laid down from Cattara or Ragusa to Seleucia on the one 
side, and the proposed cable of the Honourable East India 
Company from the head of the Persian Gulf to Kurrachee 
on the other, and that the Company had received its cer- 
tificate of Incorporation and had opened negotiations with 
the Porte for the necessary permission to pass through the 
Turkish territory, I have the honour to request that you 
will be good enough to submit to the Lords Commissioners 
of Her Majesty's Treasury the formal proposition of this 
Company, for the construction of the Telegraphic Line from 
the Mediterranean to the head of the Persian Gulf, on 
receiving from Her Majesty's Government an assurance of 
such pecuniary support as would secure a fair return on the 
capital embarked in the undertaking. 

I am, &c, 
(Signed) W. P. Andrew. 

Chairman. 

James Wilson, Esq., M.P. 

Treasury, &c, &c. 



THE SCINDE EAILWAY 

COMPANY. 

Mm : 6ns|jnK Jfaw, ®ft |«l Stmt, C% 



BOARD OF DIRECTORS. 
<£fiau-man. 

W. P. ANDREW, Esq., F.R.G.S. (26, Montague Square.) 
Chairman Euphrates Valley Eailway and European and Indian Junction 
Telegraph Companies. 

1£x=(©fficto JBtactor. 
SIR JAMES C. MELVILL, K.C.B. 

SIE HEEBEET MADDOCK, M.P., late Deputy Governor, Bengal, Director 

Euphrates Valley Eailway Company. 
J. EDMUND ANDEEDON, Esq., Director of the Bank of London, and 

Euphrates Valley Eailway Company. 
HAEEY BOEEADAILE, Esq., late Bombay Civil Service, Director 

Euphrates Valley Eailway Company. 
THOMAS WILLIAMS, Esq., Director Euphrates Valley and other Eailway 

Companies. 



ALEXANDEE MACKENZIE, Esq. 
Director of the Oriental Bank 
Corporation. 



'guttttors. 

MAJOE JOHN A. MOOEE, F.E.S., 
Director NationalProvincialBank 
of England. 



T. A. YAEEOW, Esq. 

ISanfors. Solicitors. 

Messrs. SMITH, PAYNE, and I Messrs. MAETEN, THOMAS and 
SMITHS. I HOLLAMS. 



Secretary. 
THOMAS BUENELL, Esq 



253 



REPORT. 



Second Report of the Directors of the Scinde Railway 
Company to the Proprietors, submitted at the First 
Half- Yearly General Meeting, held on the 4th day of 
November, 1856, at the Offices of the Company, 
Gresham House, Old Broad Street, City. 

The First Half- Yearly General Meeting has been con- 
vened in conformity with the Act of Incorporation of the 
Company. 

The Directors have the satisfaction to report, that since 
their last meeting with the Proprietors, such an addition has 
been made to the staff of the resident engineer as to enable 
him to complete the survey of the country through which 
the Line is to pass, and that they have recently received 
through their agent in India, the resident engineer's report 
accompanied by plans and sections in reference to various 
surveys prosecuted at the requisition of the Bombay Govern- 
ment. 

The Directors await the decision of the authorities as to 
the selection of the exact route the line should take from 
Kurrachee to Hydrabad, to enable them to proceed with the 
construction of the railway. 



254 



In their first report, the Directors announced that they 
had contracted for thirty miles of permanent way material, 
the shipment of which, is nearly completed. Contracts 
have also been entered into upon favourable terms for the 
material for a further thirty miles of railway. 

The importance of having improved means of communica- 
tion along the valley of the Indus, is every day becoming 
more apparent. Sir Justin Sheil, late British ambassador in 
Persia, has recently advocated the great political advantages 
to be derived from " a railway running the whole length of 
the left bank of the Indus." 

For commercial and social, as well as State purposes, the 
improvement of the transit along this ancient line of commu- 
nication has become a necessity. 

Holding as we do, the Indus from Cashmere to the sea, we 
have a power which, if " well understood and wisely im- 
proved, puts us in possession of the key to the whole com- 
merce of Central Asia, which cannot be pursued without 
adding to the prosperity and productiveness of our new ter- 
ritories (Scinde and the Punjaub)." * 

The resources of modern science judiciously applied to 
this line of communication would be of inestimable benefit to 
our own provinces, and the enterprising European merchants, 
now resident at Kurrachee, would soon afford a medium for 
extensive shipments from the Punjaub and provinces to the 
north-west of Delhi and the distribution of our manufactures 
to the remote valleys of Afghanistan as far as Herat, and in 
Balkh, Khiva and Bokhara. 

The local authorities, especially Mr. Bartle Frere, the 
Commissioner in Scinde, and Sir John Lawrence the Chief 
Commissioner in the Punjaub, concur in the necessity of 



* The Economist. 



255 



affording to the provinces drained by the Indus and its tri- 
butaries a free access to their port of shipment. The latter 
of these distinguished gentlemen, in a recent dispatch 
to the Government of India, makes the following forcible 
remarks : — 

" Indeed, these two essentials, viz., the railroad and the 
steamers, may be said with truth to be the crying wants of the 
Punjaub in the department of public works. These provided, 
the commerce and produce of these territories will be turned to 
their due course, viz., the Indus and its feeders, and to their 
natural outlet, viz., the Port of Kurrachee." 

" For the railroad the face of the Doab offers an unusual 
equality of surface, while it possesses few or none of the 
requisite resources for metalling a road. For the rivers, it 
were preferable, instead of improving the navigable stream, 
to concentrate all efforts on the provision of powerful steamers 
of the smallest possible draught. The Chief Commissioner, 
while deprecating any general extension of the public works 
department in the Punjaub for the present, would yet beg 
most earnestly to press these cardinal objects on the atten- 
tion of the Government. He believes that, if carried out, 
they would effect more for the development of the resources 
of those territories than any other work, or number of works, 
that could be devised." 

A railway from Mooltan to Lahore and Umritser would 
not only afford an outlet to the impeded traffic of the Pun- 
jaub and neighbouring territories, but would of necessity 
greatly enhance the importance and value of the line from 
Kurrachee to Hyderabad. Scinde and the Punjaub (inclu- 
ding the States under control), cover an area of 130,000 
square miles, with a population of nearly twenty -five millions. 
The flower of the European and native army occupies these 
provinces, and numbers 70,000 men, more than 15,000 of 
whom are Europeans, 



256 



This Board having received official information that the 
views long entertained by them, as to the best mode of in- 
troducing improved means of transit along the line of the 
Indus, had been approved by the local authorities, they ad- 
dressed to the Court of Directors of the Honourable East 
India Company the following letter : — 

"Scinde Railway Company, 

Gresham House, Old Broad Street, 
" Sir, Uth March, 1856. 

" The Directors having received a communication under 
date the 26th January, from their agent in India, submitting 
for the sanction of this Board, in compliance with a sugges- 
tion of the Government of Bombay, a proposal that surveys 
l. From the should be made by the Scinde Railway Company (enclo- 

Commissioner 

in Scinde to the sure 2), with a view to the extension of the line of railway 
President in towards Lahore, and enclosing correspondence with the 
bay, dated 12th Government authorities relating thereto as noted in the 
Dec, 1855. ma rgin ; copies and extracts of the same, being annexed for 
ietter E from Ct se- the information of the Honourable Court. 
Governor of 16 " I am requested on behalf of this Company, to state 
miSoner°in° m " *keir readiness to undertake the necessary surveys of the 
2d m ju!y da i855 ^ ne ^ rom Mooltan to Lahore and Umritser under the direc- 
par. l and 3. i[ on f £n e Government consulting engineer ; should it be 
.r 3 ' A Lett f r / r f I m the pleasure of the Court to have them proceeded with, and 

the Agent to the r r • ■ ' 

Chairman, that all the expenses occasioned bv the survevs should be 

dated 26th Jan., r . 

1856. placed to a separate account, and be appropriated hereafter 

4. Extract according to the arrangement that may be ultimatelv entered 

from letter of . ° D J J 

Resident Engi-- into. 

dated 16th Jan., " 3. Should the Honourable Court concur in the views 
expressed by the Commissioner in Scinde (enclosure 1), the 
Resident Engi- Chief Commissioner of the Punjaub (enclosure 7), and the 
missioned ia™" Government of Bombay (enclosure £), as to the great im- 

Scinde, dated , r ,1 , /» • -i * , ., 

14th Dec, 1855. portance oi the extension oi improved means oi transit along 
the Valley of the Indus, this Board is of opinion, that 



257 

instead of making a through, communication by means of a 6, Extract 

D ° . from letter from 

railway between Kurrachee and Lahore, as appears to be the Commis- 
recommended by the agent and resident engineer of the to the Chief 
Company, in their letters (enclosures o and 4), that the pre- in the Punjaub, 

. • n -i i , r • , t • ,i dated 21st Sept. 

sent is a iavourable opportunity ior introducing the econo- 1355. 

mical and easily established system of communication, com- 7. Extract 

bining steam transit by land with steam transit by water, so secretary "of ° f 

long advocated by their Chairman. Bi0 *e r 

" 4. For instance, the lower portion of the line from Kur- S^^ om ' 

rachee to Hyderabad, by the railway already sanctioned, Q^JgjjJ 2 p a r r d 

which will avoid the dangers and delays of the Delta, from ? and 4, with 
& J ' Extracts of Let- 

Hyderabad to Mooltan by steamers of improved construe- ters from chief 

Commissioner 

tion, resuming the railway from Mooltan to Lahore and in the Punjaub 

TT . to Government 

Umritser. of India. 

" A reference to the letters (enclosures 6 and 7) from the 
Commissioner in Scinde, and the Chief Commissioner of the 
Punjaub, will show that these views are approved of by the 
local authorities. 

" 1 have the honor to be, &c., &c, 

" (Signed) W. P. Andrew, 

Chairman. 

" Sir James C. Melvill, K.C.B., 
&c, &c. &c." 

The Directors have the satisfaction to report, that the 
East India Company have authorized the survey of the 
country between Mooltan, Lahore and Umritser, by this 
Company, and in conformity with which, a superintending 
engineer of ability and experience, with a carefully selected 
staff of six engineers, left England for India on the 4th of 
September. 

The Directors have much gratification in stating their 
cordial and entire approval of the conduct of Mr. J. Neville 
Wa rren, the agent and representative of the Company in 
India. W. P. ANDREW, 

Chairman. 



258 



Proceedings of the First Half Yearly General 
Meeting of the Shareholders, held Nov. 4, 1856. 

The first half-yearly general meeting of the Proprietors of 
this Company, was held on Tuesday, Nov. 4, at their offices, 
Gresham House, Old Broad Street, Mr. W. P, Andrew, 
the Chairman of the Company, presiding. 

The Secretary (Mr. Burnell) having read the advertise- 
ment convening the meeting, and the seal of the Company 
having been affixed to the register of shareholders, the 
report was taken as read : — 

The Chairman observed that the Directors had informed 
the Shareholders in their report that they had sent out the 
material necessary for the first thirty miles of the railway, 
and since then they had contracted for the material for 
another thirty miles, making sixty miles for which they had 
provided all that was requisite for the construction of the 
permanent way. When he last had the honour of addressing 
them, he stated that he and his colleagues from the first took 
up this project as a link in the great line of communication 
which they proposed to carry on to and through the Punjaub. 
Subsequently they had received the sanction of the authorities 
to send out a superintending engineer with a competent staff 
of assistants for making the necessary surveys for carrying 
out that line. The authorities themselves were taking mea- 
sures for adding considerably to the steam flotilla now on the 
Indus, and by recent accounts from the Punjaub and from 
Scinde it appeared that the traffic of those two provinces was 
increasing in a most extraordinary degree, so much so, 



259 



indeed^ that the existing steam flotilla was found altogether 
inadequate for the conveyance of even the Government stores. 
Under these circumstances, the Company were proceeding, 
under the authority they had received, to make the necessary 
surveys, but the terms upon which the line would be con- 
structed remained for future adjustment. 

At the last meeting of the Shareholders, some gentleman 
expressed an opinion that, if eventually they undertook the 
construction of any further portion of the through line, 
the accounts for the Scinde Railway proper should be kept 
distinct [hear, hear]. Having, as they had, a considerable 
and rapidly growing port, at one end of their line, and a 
large and populous town, the emporium of the cross-trade of 
the country, at the other, it was natural that those who had 
embarked their capital on the faith of those advantages, 
should desire to retain them, and not allow the money sub- 
scribed for a specific purpose, to be mixed up with other 
railway projects, which, in their view, might not be equally 
productive. He stated, at the time, that he concurred in 
that idea, and he had now to repeat that, if the Punjaub line 
were entrusted to this Company, the capital account would 
be kept separate and distinct from that of the Scinde Railway. 

In respect of the line from Kurrachee to Hydrabad, they 
would have the guarantee of 5 per cent., on whatever capital 
might be required to complete it, and, by that line, they 
would secure the spout of the funnel through which all the 
traffic of the Punjaub, and the Upper Provinces would be 
brought down to Kurrachee (the natural port) for shipment. 

He had at the last meeting, spoken of the great influence 
which a line of railway along the valley of the Euphrates 
must necessarily have, upon any line running through 
the valley of the Indus. Since he referred to that subject, 
he (the chairman) had been in communication with gentlemen 
connected with the English Government, and with others who 



260 



belonged to the Turkish. Government, and he was happy 
to say that nothing could be more gratifying than the man- 
ner in which the project was entertained by both. [Hear, 
hear]. To Lord Clarendon he was under a deep debt of 
obligation for his courteous, prompt, and powerful support ; 
and the Turkish Government had also evinced every desire 
to promote the object in view. Only yesterday he had 
received a letter from his gallant friend General Chesney, 
from Aleppo, who with Sir J. Macneill and his staff was there 
as a deputation to survey the line from Seleucia, by Aleppo, 
to the Euphrates, stating that everywhere the proposed rail way 
was favourably regarded, and, what was still more important, 
that the Arab tribes had sent to felicitate the deputation on 
their arrival, and to express their anxious desire to see this im- 
provement carried out by Englishmen, because by them they 
knew they would be treated with justice and liberality. 

They were aware also that an important movement was 
making for the establishment of a system of telegraphic com- 
munication between England and India, along the Euphrates 
valley to the Persian Gulf, and which would, at Kurrachee, 
unite with the Indian telegraphic system. By the last mail 
they were informed that the Indian Government had issued 
orders to lay down a line from Lahore to Kurrachee, which 
would place Kurrachee in telegraphic communication with all 
the presidencies — Calcutta, Madras, Bombay, and throughout 
the North West frontier. 

All, therefore, he had said at the previous meeting about 
the importance of Kurrachee as the European Port of India, 
he had reason to reiterate. The commerce of that port was 
increasing enormously, and its capacity to receive ships of 
large burden was now beyond doubt. At present, however, 
the arrangements of the port were insufficient for the increas- 
ing demands of its commerce, but the government, which was 
sending out very large quantities of stores, had also sent out 



261 



instructions for obtaining an efficient force of pilots and steam 
tugs, whereby all difficulty of taking vessels safely to and from 
the port would be obviated. In a recent note be had received 
from his distinguished friend, Mr. Frere, the Commissioner of 
Scinde, it was stated that Colonel J acob, who was acting for 
him in that Government, had reported that the total exports 
for the year 1855-6 were 50 per cent, in excess of those of 
the previous year, the previous rate of increase having been 
20 per cent, per annum. The most remarkable increase had 
been in oil-seeds, and wool, which had been respectively 
900 per cent, and 60 per cent, during the last year. 

Colonel Jacob estimated that the quantity and value of 
the articles suitable for British consumption exported from 
that province via Bombay to the English markets was 18,000 
tons, and £38,000 in value, to which was to be added about 
15,000 tons flax that would come down from the northward, 
making 33,000 tons and £500,000 in value of exports suit- 
able for British consumption from this province. He 
mentioned this, and more especially the article wool, which 
was of excellent quality, and the staple produce of the 
valley of the Indus, as showing how important this portion 
of India was likely to be to the manufacturing interests 
of this country when the proposed railway system was 
completed. The commerce of the Punjaub was very 
- great. That of Umritser alone was estimated at from 
£2,000,000 to £3,000,000 a year, and that of Lahore and 
Mooltan was also large ; but at present, the trade which 
flowed from these great emporia of the commerce of Europe, 
India, and Central Asia, went down the Ganges instead of 
the Indus ; but the moment the railway communication was 
completed, they would go by the valley of the latter river, 
which was their natural route. He might also mention, 
that the soil of the Punjaub was particularly favourable for 
the formation of railways, though it was entirely unfitted 



262 



for common roads, which made the railway a commercial 
necessity. 

Again, the famous Khalsa who fought against us with 
such resolute Valour, were now directing their attention with 
all that energy which belonged to their race, to the cultiva- 
tion of the soil, as peaceful husbandmen ; but the absence 
of roads made it impossible to do so with profit, and not only 
was a large proportion of the produce lost, but by being left 
to rot on the ground, the excess of production beyond the 
wants of the people actually became injurious, A railway 
to the port of Kurrachee would bring cotton and other 
produce down for shipment, and, both socially and politi- 
cally, the whole country would be benefitted. He might 
here also take the opportunity of stating, that the under- 
taking would in no wise interfere with the system of irri- 
gation which was being so earnestly promoted, but, on the 
contrary, the railway system was essential to those efforts, 
inasmuch, as without the railway there would be an enor- 
mous excess of production without the means of transport. 
In addition to all these considerations, he might mention 
that a new trade had recently sprung up between Kurrachee 
and the Mauritius, and also between Kurrachee and the 
Persian Gulf, which would contribute to the traffic of the 
Scinde and Punjaub lines. He hoped they would excuse 
him for introducing so many topics, but they all had an 
intimate bearing upon the great object to which, for so many 
years, his attention had been directed, namely, the communi- 
cation of Central Asia with Europe, by railway and river 
transit, making the railway supplemental to the natural 
highway of the country [hear, hear]. At present, the existing 
trade from the Euphrates to the Mediterranean was large, 
but what would be the result if they had a railway running 
from the head of the Persian Gulf to the Mediterranean, and 
another along the valley of the Indus from Kurrachee, to 



263 



the confines of Central Asia, it was impossible to estimate. 
The commerce which now existed along the route of the 
Indus, would be sufficient to pay an ample return upon the 
proposed capital, but when the whole system was carried 
out, and the commerce of those ancient countries watered by 
the Indus, the Tigris and the Euphrates, was resuscitated, 
there was reason to believe that the advantages to the 
world would be beyond the most sanguine anticipations. 

It was with feelings of the deepest regret he referred 
to the death of his esteemed colleague, Mr. Francis 
Horsley Robinson, on the 14th of last month, at Con- 
stantinople. Mr. Robinson went out as Commissioner to 
the Turkish Government, representing the European and 
Indian Junction Telegraph Company, and was engaged 
in negotiations with the Turkish Government at the time of 
his death. He had spent many years of his life in India, 
where he acquired not only fortune, but a high and unble- 
mished reputation, and he died while promoting the welfare 
of that country, by endeavouring to place it in telegraphic 
connection with Europe. By his death, he (the chairman) 
lost a warm friend and faithful counsellor. To fill up the 
vacancy at the Board, the Directors had appointed Mr. Harry 
Borradaile, and as Mr. Borradaile had previously acted as 
Auditor of the Company, there necessarily arose a vacancy in 
the latter office, which it was for the Proprietors to fill up. 
He regretted that Mr. Erere, who took so great an interest 
in the prosperity of Scinde, was not present at the meeting, 
being, at that moment, in a remote part of Scotland, but 
Mr. Ellis and Mr. Bellasis were there, both personally 
acquainted with the country in which their operations would 
be carried on, who would be happy, he was sure, to afford 
information upon any subject connected with the country 
of the Lower Indus, and he himself would be glad to answer 
any questions in his power, but although he had been in 



264 



India, and on the banks of the Sutlej, he was not fortunate 
enough to be personally acquainted with the " happy- 
valley " of Scinde [hear, hear]. The honourable gentleman 
concluded by moving the adoption of the report. 

Sir Herbert Maddock, M.P., (a director) seconded the 
resolution ; and alluded to the rising importance of Kur- 
rachee, which was formerly a mere village, but which he 
believed was destined to become one of the greatest ports of 
India ! The traffic of Central Asia and the Punjaub was 
immense. The military force in the Punjaub alone numbered 
more than 70,000. He spoke from personal knowledge of 
India, of the importance of the intended lines of railway, 
combined with steam communication across the Persian Gulf, 
by means of which, the commerce of Central Asia would be 
diverted from Persia, Turkistan and Russia, and find its way 
down the Valley of the Indus to Kurrachee, which was 
destined to become the greatest commercial capital in India, 
whilst the manufactures of England would seek that channel 
in exchange for the produce of India. In the mere matter of 
insurance of cargoes alone, he understood that a saving of at 
least 25 per cent, would be effected by the introduction of 
this line of 110 miles in length from Kurrachee to Hydra- 
bad [hear, hear]. This was an indication only of the 
general advantages to be secured. 

A Proprietor wished to know whether the Chairman 
could give them any idea when they would commence 
operations. 

The Chairman said, that the plans and sections of the 
line had been prepared and lodged with the local govern- 
ment. He believed they were now under the consideration 
of the supreme government, and the moment they decided 
upon the exact route which should be followed, ground 
would be broken. 

The Proprietor asked, whether the line would be a long 
time in construction ? 



£65 



The Chairman said, he did not consider that the line 
would take a long time in construction ; the ground was 
particularly favourable ; there were no heavy cuttings or 
tunnels, and only two bridges of any magnitude. Orders 
for the rolling stock were about to be given ; so that they 
did not anticipate any unnecessary delay. He might men- 
tion, that they hoped speedily to open a short portion of 
line connecting the harbour with the town and the canton- 
ment, which would be of great importance for local traffic 
and conveyance of materials. 

In answer to a question as to the surveys in Upper India, 

The Chairman said, he believed the report which would 
be made was rather a matter of form than otherwise — namely, 
whether the route proposed was favourable for a railway. 
Colonel Napier, the Chief Engineer of the Punjaub, and 
Sir John Lawrence, who was at the head of the government 
of the province, had spoken favourably of it, and he did not 
anticipate, therefore, any difficulty on the part of the supreme 
government. The country had been surveyed with a view 
to the revenue settlement, and nearly mapped ; so that no 
staff of engineers could meet with greater facilities for their 
work. He begged to repeat, also, his previous remarks as 
to irrigation. The promotion of the railways in no manner 
would interfere with the extensive system of irrigation 
proposed in the Punjaub. He might also further state, that 
the government had not the slightest idea of suspending the 
construction of railways, as had been done in the case of 
other public works. 

There was another point of great interest which he 
would notice before he sat down, namely, the production 
of native iron, and the practicability of its manufacture 
and applicability to engineering works. The Proprietors 
would, no doubt, have observed in the Morning Papers 
the reprint of a document issued by the Court of Directors of 

T 



266 



the East India Company on the subject. The manufacture 
of native iron for rails was second only in importance to the 
construction of railways themselves in India. From the 
researches of his indefatigable friend Colonel Drummond, 
who, for more than twenty years, devoted himself to 
the subject, there was now no doubt that iron, in 
every way suited for rails, might be raised in any 
quantity at the foot of the Himalayas, where iron 
ore was lying in vast masses, and there was also abun- 
dance of fuel for smelting, lime for flux, and clay-stone for 
furnaces, with the advantage of thirty or forty miles of a 
good road to river transit. Thus, the great difficulty and 
expense of procuring materials from Europe for Indian 
railways, he hoped, would be avoided ; and he looked for- 
ward to the day, and that not distant, when the railways of 
the Punjaub would be made of native iron, and wrought by 
native manufacturers. Railways could never he constructed 
in India on the extensive scale demanded by the wants of 
that country, until Indian rails were made of Indian iron 
[hear, hear]. 

Sir H. Maddock, upon this last point, observed that thirty 
years ago, when he was governor of an Indian province, iron 
was dug, smelted, and converted into bars in that province, 
and a suspension bridge in the Saugur-Nerbudda district 
still existed which was constructed out of those bars, across 
a river 200 feet broad. Financial considerations, under the 
Governor-generalship of Lord William Bentinek, interposed 
to prevent the prosecution of the iron-works, and the con- 
struction of similar bridges over other rivers ; but the fact 
he had stated settled the question of the existence of iron in 
India suitable for rails and other engineering purposes 
[hear, hear] . 

A Proprietor remarked, that satisfactory as was the 
assurance of Sir Herbert Maddock as to the applicability of 



267 



native iron to engineering works, it was discouraging to 
reflect, that all this was proved thirty years ago, and no 
progress had been made since in that direction. He 
hoped they were not going to wait for thirty years more ! 
(a laugh.) 

The report was then put and carried: and Major John 
Arthur Moore having been proposed by Mr. Ellis, late 
Assistant Commissioner in Scinde, and seconded by Mr. 
Bellasis, late Collector of Hydrabad, was unanimously elected 
an Auditor of the Company in place of Mr. Borradaile ; a 
vote of thanks was then unanimously passed to the Chairman 
and Board of Directors, for their zeal and ability in pro- 
moting the interests of the Company. 

Mr Andrew, in acknowledging the compliment, thanked 
the Proprietors for this mark of their continued confidence, 
and expressed the determination of the Board to spare no 
exertion necessary for the successful prosecution and 
establishment of a comprehensive system of steam transit 
along the valley of the Indus, connecting the emporia of the 
Punjaub and N. W. Provinces with the sea at Kurrachee, 
the European port of India, and the natural outlet of the 
important and extensive countries drained by the Indus and 
its tributaries ; this was a great undertaking, which they 
regarded as not only essential in a commercial and social, 
but also in a political, point of view (applause). 

The Meeting then separated. 



LONDON : 

W. LEWIS AND SON, PRINTERS, 21, FINCH LANE, CORNHILL. 



REMARKS OF THE PRESS 

ON 

WORKS ON INDIAN RAILWAYS, 

BY 

W. P. ANDREW, Esq. 



Indian Railways, and their pro- 
bable Results, By an Old Indian 
Postmaster. (Second Edition, 
1846.) Third Edition. T. C. 
Newby: Pelham Richardson, 
Comhill. 1848. 

From "Allen's Indian Mail," 
August IWi, 1846. 

"In regard to the great line to 
connect the seat of government with 
the extreme north-west, the author's 
opinions are peculiar. 

"He would construct the northern 
part of the line before the southern, 
arguing that the Granges, so far as it 
is navigable, supplies the means of 
communication ; and that it is where 
this accommodation ceases, that a 
railroad is more especially wanted." 

From "The Times," City Article, 
22nd October, 1846. 
" It (Indian Eailways) contains a 
great quantity of information." 

From "The Times," City Article, 
\dth November, 1851. 
" The line (in Bengal) seems to 
have been adopted, which was origi- 
nally recommended by Mr. W. P. 
Andrew." 



From the "Morning Herald," 
Leading Article, November 14th 
1846. 

"We have little doubt that the pre- 
ference given to the Mirzapore Line 
by the Eailway Commissioners, will 
be confirmed by the Supreme Govern- 
ment and the Court of Directors ; 
for we can scarcely imagine that 
those bodies will participate in the 
c Old Postmaster's ' weakness in 
favour of the intermediate river trip 
from Eajmahal to Allahabad, on the 
way from the Presidency to the 
north-west frontier." 
From the "Morning- Herald," 
September 14th, 1852,City Article. 
" Mr. Andrew is well known as 
the author of a valuable work pub- 
lished some years ago by Mr. Pel- 
ham Eichardson, under the nom de 
guerre of an ' Old Indian Post- 
master,' by which public and official 
notice was mainly, if not first, di- 
rected to the great object of railway 
communications in India, and its 
immense import, not alone to the 
accelerated development of the pro- 
digious resources of that vast empire, 
but to its safety and conservation." 

U 



2 



From " The Economist," 26 th 
February, 1848. 
"Our author is for trusting the 
formation of the roads with some ju- 
dicious guidance, to private specula- 
tion. He makes the following state- 
ment, illustrating the folly of govern- 
ment undertaking such examples, by 
the case of Pliiladelphia : — 

PRIYATE OB PUBLIC MANAGEMENT. 

" 'Three propositions suggest 
themselves as to the policy to be 
adopted, andagencies tobeemployed, 
in the formation of railways in a new 
country. 

" ' 1st. That they be, with certain 
restrictions and provisions, left to 
unfettered and unaided private en- 
terprise, as has been hitherto the 
case in this country, 

" '2nd. That the government itself 
shoidd project and define a great 
and comprehensive system, as well as 
execute and work the lines most 
apparently conducive to the common 
weal, as in Belgium. 

" ' 3rd. That the government 
shoidd grant concessions or leases 
of various sections, or particular pro- 
jects to private companies, on such 
terms as might be mutually advanta- 
geous ; the latter to have the execu- 
tion of the works, and the manage- 
ment of the traffic of the lines, under 
the direct supervision and control 
of officers appointed by the govern- 
ment, as has been practised in 
France, and more recently in Bel- 
gium. 



" ' Judging from the confusion 
which has arisen in this country, by 
giving the reins to speculative en- 
terprise, the crude and angular man- 
ner in which railways were com- 
menced in France, and the harmo- 
nious and beneficent manner in which 
the Belgium system has resulted, 
there appears to be little doubt but 
that it is the most effective and rapid 
mode of introducing railways into a 
country. 

" 'We would, however, from finan- 
cial considerations, deviate so far 
from this example, as to give, after 
defining the line, the concession to 
a private company ; for Belgium had 
to borrow money at five per cent, 
to make railroads, which did not, 
till very lately, yield more than two 
and a-half per cent. And Pennsyl- 
vania, which in 1824 was bitten with 
the improvement mania, 'believed, 
and truly, that a system of inland 
communication by means of canals 
and railroads, would tend to increase 
her prosperity. She believed that 
the annual income of these public 
works would not only pay the inte- 
rest on the first cost, but would 
leave a liberal overplus for public 
purposes. What was the result ? 

" ' The state, after having spent 
millions, wisely gave away the works 
in an unfinished condition to com- 
panies of private individuals, on con- 
dition that they would finish them. 
In addition to this the favouritism 
and peculation inseparable from Go- 
vernment patronage and expenditure 
served to swell the costs of these 



s 



works to a most disastrous extent. 
The consequence was, that in 1841 
or 1842 the state was forty millions 
in debt. 

" ' State lines can neither be worked 
with the same economy, nor can 
they have imparted to them that 
impulse which the spirit of private 
enterprise alone can give.' 

" To follow our author through all 
his calculations, woidd be to tran- 
scribe a large part of his book ; and 
we shall only say, that he is of opi- 
nion, that by eschewing the orna- 
mental, and improving on the Ame- 
rican system, we might effect an 
extensive railway development in 
India, at a much less cost, and bet- 
ter adapted to the rough work it 
would be subjected to, than of 
transporting a ' Birmingham,' or a 
' Great Western,' with all its gran- 
deur and complicated arrangement, 
into Hindostan. In that there is 
much wisdom. 

" In this book altogether, there is 
much information, and whoever is 
interested in the subject of railways 
in India should consult it." 

From "The Economist," Decem- 
ber 13th, 1851. 

" We see with some satisfaction, 
that the views propounded as to 
forming railways in India by Mr. 
W. P.Andrew, under the cognomen 
of an c Old Indian Postmaster,' and 
which were long ago recommended 
in our journal, find favour in India, 
and are likely to be adopted." 



From the " Obseever," February 
13th, 1848. 

" The third edition of a work on 
Railways is a fact in literature, al- 
most unprecedented, and one which 
speaks trumpet-tongued for the value 
of the publication. 

" The Old Indian Postmaster has 
added an immense mass of informa- 
tion to this edition of his book ; 
which, now that it may be said to 
be as complete as human hands can 
make it, is of inestimable account, 
in reference to the great subject of 
Indian railways. The author de- 
votes some space at the commence- 
ment of the work to defend his 
opinions ; but that they needed no 
defence, is proved by the exhaustion 
of two editions of his work. 

"Their truth is the best defence 
they can have ; and that is so ob- 
vious, that ' those who run may 
read.' In fact, there has not been 
such a valuable contribution _to^th.e 
civilization of India, as this work on 
Indian Railways, since the era of its 
absorption into the dominions of 
her Majesty. Every one interested 
in Indian railways will, of course, 
possess it ; while every general reader 
should, as a matter of information, 
make himself master of its contents." 

From the " Obseevee," November 
23rd. 1851. Indian Railways. 

"It is not a little remarkable, on 
reviewing the past and present posi- 
tion of Indian railways, to perceive 
that the views of a private individual 



4 



have prevailed against, and finally- 
overthrown, the plans of the Indian 
Railway Commission (composed of 
a civil engineer, sent at a great ex- 
pense from this country, aided by 
two talented officers of the Hon. 
East India Company's engineers,) 
approved of by the governor- general, 
the India House, and Cannon-row 
authorities, and applauded by the 
press. When we had occasion to 
review Mr. W. P. Andrew's various 
publications on Indian railways, as 
they issued from the press, we were 
amongst the first to call public at- 
tention to the originality and sound- 
ness of the views communicated, 
and it now appears that the result 
will prove a signal vindication of the 
correctness of those impressions. 

" Indeed, the Railway Companies 
in Bengal and Bombay that have 
obtained concessions are carrying 
out the views of 'the Old Indian 
Postmaster' to the letter, so far as 
the limited capital at their disposal 
will allow them ; and it may be pre- 
dicted that whenever a concession 
is given for a railway in Madras, it 
will be for the line that writer so 
strongly advocated, viz., to Arcot, 
the only short line in India which, 
in his opinion, would prove com- 
mercially remunerative." 

" Of the Railway Commission, 
Mr. Andrew in 1846 wrote thus : — 
' It might have been hoped that the 
Railway Commissioners would have 
cleared the way to a satisfactory de- 
cision on this subject (the introduc- 
tion of the railway system into India) , 



with an authority derivable from the 
soundness of the views enunciated, 
the variety of new and interesting 
data, the prestige of office, and ac- 
knowledged ability. But their re- 
port, beyond giving an official sanc- 
tion to railroads in general, sheds no 
new light on the question at issue. 
Instructed to suggest some feasible 
line of moderate compass, the prin- 
cipal portion of their report is de- 
voted to recommending the adop- 
tion of a railroad of four hundred 
and fifty miles in length, through 
the most difficult, most unproduc- 
tive, and most desolate portion of a 
country, elsewhere easy, fertile, and 
densely peopled. 

" ' That plan of commencing im- 
proved transit, which would only 
supersede the river navigation where 
it was most defective, and co-operate 
with it where it was always available, 
i.e., a railroad from Calcutta to deep 
water in the Ganges at Rajmahal 
is clearly the one that should be 
adopted ; from this p oint river s team- 
ers to .Allahabad, at the confluence 
of the Jumna and Granges, where 
deep water ceases, and a railroad 
from Allahabad to Delhi and the 
Sutlej.' ; 

" The arrival of the last mail from 
India brought the following infor- 
mation on the subject : — 'The Ho w- 
rah terminus indicated by Mr. An- 
drew, to save bridging the Hooghly, 
has been adopted, and a section of 
the line as far as Pandooah is either 
in progress or under contract. The 
Railway Company have advertised 



5 



for contracts for a further section, 
viz., from Pandooah to Raneegunge. 

" There cannot now be a reason- 
able doubt that the line will be 
carried ultimately to Rajmahal. 

"Had the plans of the Railway 
Commissioners been adhered to, the 
East India Railway Company would 
now be bridging the Hooghly, with 
its banks ever trembling or in loco- 
motion, or building a bridge over 
the Soane as great in all its dimen- 
sions as the Blackwall Railway, after 
searching diligently for its founda- 
tians ' below an unknown depth of 
sand.' 

"The Government and people of 
India are therefore indebted to the 
' Old Indian Postmaster,' who has 
thus saved them from prosecuting 
a design that could only have led to 
disastrous and humiliating results, 
which would have been felt both in 
India and this country." 

From the "Indian News," February 
22nd, 1848. 

" The best testimony of the sound- 
ness of the ' Old Postmaster's' views 
is, that, in the settlement of Indian 
railways, as far as it has recently 
taken place, not a few of his opinions 
have been followed by those in au- 
thority. "We know of no work on 
the subject which can be compared 
with it, whether as regards the local 
knowledge possessed by the writer 
— the judicious application of that 
knowledge, or as an exposition of the 
advantages which must result from 
improved modes of transit in the 
East, both to native industry and the 
requirements of British commerce." 



From the "Indian News," 22nd 
May, 1850. 

" The sum guaranteed, viz., 
£1,000,000 is not sufficient for the 
construction of a line that will yield 
any return. The line from Calcutta 
to Mirzapore, the proposed termi- 
nus of the East Indian line is 450 
miles, the estimated cost of which 
is £16,000 per mile, i.e., 7,000,000. 

" Besides, it is a fact which can- 
not be refuted, that a line com- 
mencing at Calcutta must debouche 
on the Ganges, before any benefit 
can accrue, either to the Grovern- 
ment, the commerce of India, or to 
the people. 

" These facts, as clear as they are 
indisputable, were promulgated four 
years ago, in a work on Indian 
Railways, by Mr. Andrew, and re- 
iterated in a letter addressed by 
him to Sir J. Law Lushington, in 
1848. Subsequent experience proves 
their correctness." 
From the " Moening Cheonicle," 
May 2\st, 1850. 

" The opinion in Calcutta appears 
to be, that it is useless to attempt 
any experiment unless a capital of 
£2,000,000 is subscribed, as no rail- 
way in Lower India can possibly be 
made to pay that does not debouche 
on the Ganges. The rail must be 
carried, in the first place, to Raj- 
mahal, which is 200 miles from Cal- 
cutta. This was clearly explained 
by Mr. "W. P. Andrew five years ago 
in his work on Indian railways ; and 
the opinions of the old post-master 
appear now to be fully confirmed by 
the experience of those on the spot." 



6 



From the "Morning- Chronicle," 
November 20th, 1851. 

1 1 IndianRailway s . — \Ye have more 
than once predicted that the views 
propounded, several years ago, by 
Mr. W. P. Andrew, would be those 
that the Indian authorities would 
finally adopt in preference to the 
plan recommended by the Indian 
Railway Commission. Mr. Andrew's 
project was to connect Calcutta (or, 
rather, Howrah) on the opposite 
bank of the Hooghly, with the main 
Ganges at Rajmahal, the lowest 
practical point. 

"This railway would be about 200 
miles in length, and would save, for 
eight months in the year, 530 miles 
of dangerous and difficult navigation 
through the Soonderbunds. 

" The plan of the Railway Com- 
mission was to connect Calcutta 
with Mirzapore, on the main Ganges. 
This would be 450 miles of railway 
through a difficult country, and de- 
bouching on the Ganges at a point 
where the commerce was neither so 
great nor so impeded as lower down. 
By recent accounts from India, we 
observe that the Howrah terminus, 
indicated by Mr. Andrew to save 
bridging the Hooghly, had been 
adopted, and that section of the line 
as far as Pandooah was either in pro- 
gress, or under contract ; and by the 
last mail we observe that the rail- 
way company have advertized for 
contracts for a further section, viz., 
from Pandooah to Raneegunge. 
There cannot now be a reasonable 
doubt but that the line will be car- 
ried ultimately to Rajmahal." 



From the " Britannia," December 
1U\ 1851. 

" It is announced, we see, by the 
'Friend of India,' received by the 
last mail, ' That the Court of Direc- 
tors had decided for the adoption of 
the line proposed by Major Kennedy 
from the collieries to Rajmahal, and 
thence up the valley of the Ganges,' 
which is exactly the scheme origi- 
nally propounded and advocated by 
the ' Old Indian Postmaster', Mr. VT. 
P. Andrew, in 1846, some two or 
three years before Major Eennedy 
went to India, and to whom exclu- 
sively the merit is due of having 
pointed out the erroneous views of 
the East Indian Railway Company, 
and adopted by the Indian Govern- 
ment Railway Commission. Had the 
authorities acted npon Mr. Andrew's 
views, a large and useless expendi- 
ture of time and money would have 
been saved ; and it is admitted on 
all hands, that this gentleman 1 has 
saved railway enterprise in India 
from a great and lamentable failure,' 
which would have reduced India to 
a state of more hopeless apathy and 
irretrievable desolation than ever ; 
famine and pestilence would have 
resumed their periodic reign, the 
happiness and prosperity of the 
people would have been retarded for 
ages, and England's independence of 
America for the supply of raw mate- 
rial for the greatest of her staple 
manufactures, been more remote 
than ever. 



7 



Is India to have Railways ? Or, 
Fallacies of an East Indian Mer- 
chant Exposed in a Letter to 
Lieut. -General Sir J. L. Lush- 
ington, G.C.B., Chairman of 
the Hon. East India Company, 
by An East India Officer. 
W. H. Allen & Co., Leaden- 
hall Street. 1848. 
From the " Observer," November 
17th, 1848. 
" This is a bold and able expo- 
sure of the system of Indian Rail- 
ways, as proposed to the public in 
this country, and an unanswerable 
vindication of the good faith of the 
India House authorities. 

"The writer is a man evidently 
well versed on his subject, which he 
treats in a manner that exhausts the 
whole question, and leaves nothing 
to be desired. 

" The India Company owe him 
much as a volunteer champion in a 
matter wherein their integrity was 
more than suspected : he has cer- 
tainly carried them through trium- 
phantly. This pamphlet will be 
perused with deep interest. 

From " Allen's Indian Mail," 
January hth, 1849. 
" This pamphlet, which is a most 
unmerciful exposure of the proceed- 
ings of the Directors of the East 
India Railway Company, inflicts a 
lacerating castigation upon their 
advocate, 'An East India Merchant,' 
whose 'Letter to Lord John Russell,' 
noticed in the ' Mail ' of JS r ov. 2nd, 
the 'East India Officer' considers 



as ' the semi-official manifesto ' of 
the East Indian Railway Company, 
on behalf of the Directors and em- 
ployees. 

" It is lamentable to find that an 
undertaking, which, under proper 
management, might have been made 
one of the pioneers of great local 
improvement in India, has been so 
misconducted ; and the public owe 
thanks to the 6 East India Officer ' 
who has exposed the real causes of 
so miserable a failure." 

Railways in Bengal : being the 
Substance of a Report addressed 
to Sir A. Galloway, K.C.B., 
by W. P. Andrew, Esq. 

From the " Colonial and Asiatic 
Review," July, 1852. 

" The following paper (Railways 
in Bengal) giving, in a condensed 
form, the published opinions of the 
writer, was at the request of the late 
Sir A. Galloway, K.C.B., submitted 
to him when Chairman of the East 
India Company in 1849, and for- 
warded by him to the Board of Con- 
trol, who considered it sufficiently 
important to retain possession of the 
original. The East India Railway 
Company being about to apply for 
additional capital, to enable it to 
carry out the views contained in this 
report, in place of those propounded 
by its own promoters and founders, 
and recommended by the Indian 
Railway Commissioners, the docu- 
ment comes before the public at this 
moment invested with additional in- 
terest and authority." 






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Deacidified using the Bookkeeper process. 
Neutralizing agent: Magnesium Oxide 
Treatment Date: May 2011 

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